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WINFIELD  •  iVV- THOAVPSON 

PVBLISHER 

!  120-B0YLST0N  •  STREET  I 

I  BOSTON-A\A55  j 


Octoter  15th,  1902. 


D.  J.  Lay::iaii,  Asst.  Librarian, 

University  of  California, 
Berkeley,  Cal. 
Bear  Sir:- 

I  am  directed  by  Mr.  Thomas  W.  Lav/son 
of  Boston  to  fcrv/ard  to  you  a  copy  of 
"The  Lawson  History  of  the  America's  Cup", 
which  he  trusts  v.dll  be  honored,  as  a  part 
of  the  pennanent  record  of  international 
yachting,  vd+h  a  place  in  your  library. 

The  volume  has  been  dispatched  to  your 
address  as  above  by  express,  on  this  date, 
vdth  carrying-  charges  prepaid. 

An  acknov/ledgment  of  its  safe  recei:;t 
v/ill  be  appreciated. 

V/ith  assurances  of  my  respect,  believe 
me. 


Sincerely  yours, 


h^^j^x^t^^^VM^t^   ' 


op"g<^aD 


^^^^ 


^ 


r^ 


HIS  BOOK 
IS  PVBLISHED 
FOR  PRIVATE 
DISTRIBVTION 
ONLY  BY 


i  THOMAS  W  LAWS  ON 

||IN  AN  EDITION  OF 

i  THREE  THOVSAND  COPIES 

^^OF  WHICH  THIS  COPY 
NVMBER  1421 
IS  PRESENTED  TO 


(c- 


THE   LAWSON   HISTORY 
^THE  AMERICA'S   CVP 


THE 

L  A  W  S  O   N 
H  I   S  TO  P^Y 

OF   TH  E 

AME  PLICA'S 
CVP 


A^ecord^  fVfty  Years 

BY 

WINFIELD  M  THOMPSON 

AND 

THOMAS  WLAWSON 


BOSTON   MASSACHV5ETTS 

M  C  ^    .        I  I 


Copyright,  igo2 

By   Thomas   W.  Lawson 

Boston 


To  SPORTSMEN  — MANLY  MEN,  MEN  OF  GENTLE  MIND 
AND  SIMPLE  HEART,  BRAVE  MEN,  FAIR  MEN  ;  TO  MEN 
WHO  SAY  TO  THE  WEAK,  "MAY  I  ?  "  —  AND  TO  THE 
STRONG,  "I  WILL!"— TO  MEN  TO  WHOM  SHAM  IS  DISHONOR 
AND  TRUTH  A  GUIDING  STAR;  TO  MEN  WHO  LOOK  UPON 
THE  SEA,  THE  PLAIN,  THE  FOREST,  THE  MOUNTAINS,  THE 
RISING  AND  THE  SETTING  SUN,  AND  THE  IMMUTABLE 
HEAVENS,  WITH  A  DEEP  SENSE  OF  THEIR  OWN  LITTLENESS 
IN  THE   GREAT  SCHEME  OF  THINGS  — I   DEDICATE  THIS   BOOK 

THOMAS    W.  LAWSON 


10068 


o 


CONTENTS 


Introduction xui 

Chapter  Page 

I.    England  invites  Comparison  of  Speed  in  Vessels,  and 

THE  America  is  built  :    1850-1851 1 

II.    The  America  wins  a  Royal  Yacht  Squadron  Cup,  and 

"  There  is  no  second  :  "  1851 16 

III.  The  America  is  visited  by  Queen  Victoria,  and  enters 

ON  A  varied  Career:    1851 30 

IV.  The  America's  Cup  is  established  as  an  International 

Trophy,  and  defended  :    1857-1870 44 

V.    A  second  Challenge  for  the  Cup  results  in  a   Series 

OF  Races  and  a  Wrangle  :    1871 59 

VI.    Canadians  twice   challenge   for  the   Cup,   and    race 

with  LiiTLE  Satisfaction  :    1876-1881      ....        76 

VII.    England   sends  a  Cutter,   which    is   defeated   by  an 

Eastern  Yacht  Club  \'^essel  :    1885 90 

VIII.    Massachusetts  again  defends  the  Trophy  against  an 

English  Cutter  :    1886 107 

IX.    Scotland  sends   a   Challenger,    and  a   third  Boston 

Boat  defends  the  Cup  :    1887 115 

X.    The  Trust  Deed  is  altered,  and  Concessions  are  ex- 
acted by  Dunraven  :    1887-1893 128 

XI.    Lord   Dunraven 's    second    Effort    to   win   the    Cup 

ENDS  wfth  a  Cloud  on  the  Sport  :    1895  ....      153 

XII.    Lord  Dunraven  makes  Charges  of  Fraud,  and  a  Hear- 
ing is  held  on  them  :    1895-1896         179 

XIII.    Thomas  J.  Lipton,  Merchant  and  Knight,  challenges 

AND  meets  Defeat  :    1898-1899 198 

XJV.    Two   Vessels   are  built   for   Cup   Defence,   but   nei- 
ther of  them  is  chosen  :    1901 216 

[  vii  ] 


CONTENTS 

Chapter  Pace 

XV.    Second   Challenger   of    Sir   Thomas   Lipton   is   de- 
feated   BY    A    FORMER    CvV    DEFENDER  :     1901        .        .       246 

XVI.    fxoNOMic    Conditions   produce    a     vicious    Class    in 

American   Yachting  :     1870-1901 277 

XVII.    Boston's    Cup-defence    Vessel,    as   Exponent   of   a 

Principle  makes  History  :     1901 292 

XVIII.    Data   concerning    Independence   gfven    in    full   for 

the  Benefit  of  Yachtsmen  :    1901 335 

Appendix 3.55 

Index 381 


[  viii  ] 


ILLUSTRATIONS 

The  America's  Cup Frontispiece 

To  FACE 

Page 

Queen  Victoria  on  Board  the  America 1 

Contract  (Letter)  for  BUiLniNc  the  America 4 

Maria,  Sloop,  outsailing  the  America 8 

Portrait  of  George  Steers 12 

Portrait  of  Commodore  John  C.  Stevens 14 

The  America  as  she  appeared  August  22d,  1851      .      .      .      .  17 

Sailplan  of  the  America  and  of  an  English  Schooner  con- 
trasted    20 

Course  of  the  Royal  Yacht  Squadron  around   the    Isle  of 

Wight 24 

Victoria  and  Albert,  Royal  Yacht  of  1851 29 

CowEs    Roads,     the    Royal    Yacht    Squadron    Castle,   and 

Osborne  House 32 

Brilliant  and  Pearl,  English  Yachts  of  1851        ....  37 

Lines  of  the  America 41 

Sverige,  Swedish  Schooner,  and  the  America 42 

The  America  off  Newport,  1901 44 

Lines  of  Cambria  and  Titania,  Schooner 49 

Cambria,  Schooner,  winning  the  Ocean  Race  of  1870     .      .  50 

Cambria,    Challenger,  in  the  first  Challenge  Contest    for 

the  America's  Cup 55 

Magic,   Winner  of   the   first   Challenge   Contest    for  the 

America's  Cup 56 

Livonia,   Schooner,   second    Challenger    for   the   America's 

Cup 60 

[ix] 


ILLUSTRATIONS 

To  FACE 

Page 

Dauntless   and    Palmer,  Schooners  reserved  for  the  Cup's 

Defence  in  1871 65 

Columbia,  Schooner,  first  Defender  of  the  Cup  in  1871      .  68 

Sappho,   Schooner,  second  Defender  of   1871,  and  Livonia, 

IN  New  York  Bay 72 

Lines  of  Livonia  and  Sappho 75 

Countess  of  Dufferin,  Schooner,  Challenger  for  the  Cup  in 

1876 76 

Madeleine,  Schooner,  Defender  of  the  Cup  in  1876   .      .      .  78 

Madeleine  and  Countess  of  Dufferin  in  their  first  Race      .  80 

Atalanta,  Sloop,  Challenger  for  the  Cup  in  1881     .      .      .  82 

Mischief,  Sloop,  Defender  of  the  Cup  in  1881       ....  84 

Pocahontas,  Sloop,  first  Vessel  built  for  Cup  Defence    .      .  86 

Mischief  and  Atalanta  in  their  first  Race 88 

Portrait  of  George  L.  Schui'ler        90 

Genesta,  Cutter,  Challenger  for  the  Cup  in  1885      ...  92 

Galatea,  Cutter,  Challenger  for  the  Cup  in  1886     ...  94 

Puritan,  Sloop,  Defender  of  the  Cup  in  1885 96 

Bedouin,  Cutter,  and  Gracie,   Sloop,   Candidates  for  Cup- 
Defence  Honors  in  1885 98 

Lines  of  Puritan  and  Genesta 101 

The  Puritan-Genesta  Foul 103 

Puritan  and  Genesta  in  their  last  Race 104 

Mayflower,  Sloop,  Defender  of  the  Cup  in  1886  .      .      .      .  107 

Lines  of  Mayflower  and  Galatea 108 

Mayflower  and  Galatea  in  their  first  Race Ill 

Mayflower  and  Galatea  in  their  final  Race 112 

Thistle,  Cutter,  Challenger  for  the  Cup  in  1887       .      .      .  115 

Volunteer,  Sloop,  Defender  of  the  Cup  in  1887    .      .      .      .  116 

[xj 


ILLUSTRATIONS 

To   FACE 

Page 
Priscilla,  Sloop,  and  Atlantic,  Sloop,   built  in   1885  and 

1886,    RESPECTIVELY,    AS  CANDIDATES  FOR  CuP  DeFENCE   .         .  318 

Volunteer  and  Thistle  on  the  Inside  Course  of  the  New 

York  Yacht  Club 121 

Volunteer  and  Thistle  in  their  final  Race 123 

Lines  of  Volunteer  and  Thistle 125 

Boston's  three    Cup    Defenders,   Puritan,   Mayflower    and 

Volunteer,  in  Schooner  Rig 132 

Valkyrie  II.,  Cutter,  Challenger  for  the  Cup  in  1893    .      .  136 

Vigilant,   Centre-board   Cutter,    Defender   of  the   Cup   in 

1893 138 

Three  unsuccessful   Candidates  for  Cup-Defence  Honors  in 

1893,  CoLONiA,  Jubilee  and  Pilgrim,  Cutters        .      .      .  140 

Lines  of  Atalanta,  Challenger  of  1881,  and  Valio'rie  II.  .  143 

Start  of  final  Race  between  Vigilant  and  Valkyrie  II.       .  144 

Finish  of  final  Race  between  Vigilant  and  Valkyrie  II.      .  148 

Valkyrie  III.,  Cutter,  Challenger  for  the  Cup  in  1895  .      .  153 

Defender,   Cutter,  which  sailed  in  Defence   of  the  Cup  in 

1895 157 

Valkyrie  III.  and  Jubilee  in  Dock 160 

Defender  and  Valkyrie  III.  in  their  first  Race     .      .      .      .  165 

Five  Seconds  after  the  Foul  of  Defender  by  Valkyrie  III.    .  168 

Defender  starts  alone  in  final  Race  of  1895  Series  .      .      .  172 

The  Home  of  the  New  York  Yacht  Club 1 79 

Chart  of  Waters  over  which  the  America's  Cup  Races  are 


sailed 


Shamrock  I.,  Cutter,   tenth  Challenger  for  the  America's 
Cup 


180 

200 
208 


Columbia,  Cutter,  and  Shamrock  I.  in  their  final  Race  .      . 

Columbia  near  the  Finish  Line  in  final  Race  against  Sham- 
Rock  1 212 

[xi] 


ILLUSTRATIONS 

To   FACE 

Page 

Independence  in  Massachusetts  Bay 218 

Constitution,  Cutter,  Columbia  and  Independence  off  New- 
port     224 

A  close  Start  off  Newport,  1901 228 

Independence  loses  her  Topmast 23 1 

Independence  sails  through  Columbia's  Lee  in  a  Start      .      .  233 

Shamrock  II.,  Cutter,  eleventh   Challenger  for  the  Amer- 
ica's Cup 246 

Three  Accidents  :   Columbia,  Constitution  and  Shamrock  II. 

dismasted 248 

Shamrock  II.  in  Dock  at  Erie  Basin 253 

Shamrock  II.,  a  Photographic  Study 256 

Start  and  Finish  of  first  Race  between  Columbia  and  Sham- 
rock II 261 

Finish  of  second  Race  between  Columbia  and  Shamrock  II.    .  266 

Finish  of  final  Race  between  Columbia  and  Shamrock  II.      .  269 

Columbia    and   Constitution    hauled    out    after    the     1901 

Season 272 

An  Advertisement 288 

Independence  as  she  appeared  in  her  last  Race 296 

Independence,  a  Photographic  Study 316 

Independence,  a  Study  in  Color 329 

The  End  of  Independence 331 

Lines  of  Independence .  335 

Sailplan  and  principal  Hull  Dimensions  of  Independence  and 

Puritan  contrasted 338 

Interior  Construction  of  Independence 340 

Independence  in  Dock 342 


[xii] 


INTRODUCTION. 

THE  America's  cup  —  won  at  Cowes  from  an  Enj^lish 
fleet  August  22d,  1851,  by  the  schooner  America,  pre- 
sented as  an  international  challenge  trophy  to  the  Ameri- 
can people  in  1857,  and  ten  times  fruitlessly  sailed  for  by 
foreign  challengers  before  the  close  of  the  century  which  gave 
it  birth  as  the  world-conceded  blue  ribbon  in  yachting  —  in  the 
yachting  season  of  1901  was  made  the  subject  of  an  international 
discussion  such  as  never  before  had  risen  in  its  history  ;  a  discus- 
sion touching  not  only  the  vital  principles  of  international  sport,  but 
dealing  w  ith  the  very  existence  of  the  cup  as  the  premier  emblem 
of  sea-supremacy  between  the  world's  two  greatest  maritime  na- 
tions ;  for  the  custodians  of  the  cup,  trustees  whose  responsibility 
had  ever  sat  lightly  upon  them,  then  ruled  that  no  ship  belonging 
to  any  American  other  than  a  member  of  a  certain  yacht  club  — 
their  own  —  would  be  permitted  to  defend  the  nation's  trophy. 

My  refusal,  as  owner  of  the  American-built  and  American- 
manned  yacht  Independence,  to  recognize  the  right  of  the  custodi- 
ans of  the  America's  cup  to  compel  me,  or  any  American,  to  join 
any  club  in  order  to  compete  for  the  honor  of  defending  an  Amer- 
ican national  trophy,  led  to  this  extraordinary  ruling,  which  dazed 
the  yachting  world  and  at  once  brought  into  asking  the  ques- 
tion: "  Has  one  of  the  great  sports  of  America,  yachting,  been 
syndicated  ?  " 

The  discussion  that  ensued  lasted  for  months.  The  press  of 
two  hemispheres  questioned  the  fairness,  not  only  of  the  ruling 
of  the  cup's  custodians,  but  of  the  general  conduct  of  recent 
America's  cup  contests.  The  "Independence  episode"  was 
hotly  debated  wherever  newspapers  were  read.  Americans  of 
all  classes  were  never  before  so  deeply  interested  in  a  question  of 
sporting  ethics.  Patriotism  was  aroused,  for  the  people  of  the 
country  felt  the  nation's  honor  was  involved,  and  from  my  pecu- 
liar position,  as  owner  of  Independence,  I  found  myself  in  the 
storm-centre  of  these  debates. 

The  issue  resolved  itself  into  the  contention  on  the  one  hand, 
supported  by  practically  the  entire  press  and  people  of  the  coun- 
try, that  the  America's  cup,  as  the  nation's  trophy,  should  be 
free  for  any  American  to  defend,  could  he  produce  a  vessel  worthy 
of  the  honor  ;  and  on  the  other  hand  into  the  dogged  iteration  of 
the  custodians  of  the  cup  that  no  American  other  than  a  member 
of  their  own  club  could  defend  the  cup. 

That  such  a  controversy  was  possible  in  the  history  of  so  noble 
a  trophy  as  the  America's  cup  showed  something  was  rotten  in 
Denmark,  and  before  the  season  of  1901  was  half  over  the  world 
saw  what  that  something  was  :   the  cup  had  ceased,  in  effect,  to  be  a 

[  xiii] 


INTRODUCTION 

national  trophy,  and  was  held  as  a  club  prize,  to  be  raced  for  only 
under  such  conditions  as  the  club  holding  it  saw  fit  to  iu)-  down. 

Evidence  was  not  wanting  to  prove  this  condition  of  affairs. 
As  owner  of  an  American  vessel  denied  an  opportunity  to  race  for 
the  defence  of  an  American  national  emblem  of  sea-supremacy,  I 
received  not  only  thousands  of  letters  endorsing  my  stand  in  the 
controversy  —  letters  representing  men  in  all  walks  of  life,  in  and 
out  of  sports,  from  prominent  yacht  club  members  of  America  and 
Europe  (including  many  memljers  of  the  New  York  Yacht  Club), 
to  patriotic  citizens  of  the  interior  states,  who  while  admitting  they 
had  never  seen  salt  water,  were  eager,  to  show  they  boiled  with 
enthusiasm  for  the  j)rotection  of  the  good  name  of  American 
sports  —  as  well  as  many  others  from  owners,  officers  and  build- 
ers of  former  cup-defence  vessels  ;  from  various  yachtsmen, 
American  and  foreign,  connected  at  different  times  with  cup 
matches  ;  and  from  professional  j^achting  writers  possessed  of 
much  of  the  unwritten  history  of  the  cup, — all  of  which  showed 
me  that  the  "  Independence  episode  "  \\as  by  no  means  the  result 
of  fortuitous  circumstances,  but  the  logical  outcome  of  a  system 
which  had  debased  the  sport  of  racing  for  the  blue  ribbon  of  the 
seas  from  its  former  level  of  true  sportsmanship  to  that  of  a  social- 
business  game  played  by  a  few  persons  for  their  own  ends. 

So  much  was  demonstrated  In'  the  "Independence  episode," 
by  wliich  an  epoch  was  marked  in  the  histor_y  of  the  America's 
cup  ;  and  so  important  did  the  revelation  appear  to  me  that  I 
resolved  to  collect  and  collate,  not  onl)'  the  facts  and  fancies  that 
were  coming  to  me  regarding  the  various  ])hases  of  the  incident 
in  which  I  figured,  but  all  other  data  obtainable  about  the  cup,  its 
inception  as  a  trophy,  its  known  history,  and  the  unwritten  annals 
of  its  defence,  in  order  that  its  modern  status  might  in  my  own 
mind  be  given  a  proper  relation  to  the  events  of  its  past. 

The  execution  of  this  purpose  led  me  to  the  question,  "  Will 
the  publication  of  a  history  of  the  America's  cup,  showing  the 
conditions  which  have  shaped  and  are  shaping  its  destiny,  make 
for  the  betterment  of  American  sports  ?  "  My  answer  was  a  res- 
olution to  publish  such  a  history,  to  constitute  a  record  for  all 
time,  and  give  the  yachtsman  and  student  of  to-day,  and  of  the 
future — (this  book  is  published  solely  for  private  distribution  to 
yachtsmen  and  tlie  liliraries  of  America  and  Europe)  —  not  only 
the  information  which  liad  come  to  me  almost  \\  holly  because  of 
my  ownership  of  Independence  and  the  stand  I  had  been  forced  to 
take  in  connection  with  such  ownership,  ijut  as  complete  a  tran- 
scription as  could  be  made  of  the  story  of  the  cup. 

As  one  who  had  spent  his  life  in  the  birtii])lace  of  American 
yachting,  and  carried  its  welfare  close  to  his  heart,  the  task 
seemed  an  important  duty. 

[  xiv  ] 


INTRODUCTION 

I  recognized  the  vital  importance  of  making  my  history  carry 
proof  beyond  peradventure  that  it  was  a  history,  — a  fair  presenta- 
tion of  what  had  been,  — that  it  was  free  from  those  sins  of  omis- 
sion and  commission  that  might,  perhaps  pardonably,  be  looked 
for  in  a  book  having  for  its  top,  sides  and  bottom  a  subject  around 
which  has  surged  white-heat  controversy,  and  which  was  created 
by  one  of  the  parties  to  that  controversy.  I  saw  the  vital  impor- 
tance not  only  of  making  the  book  a  fair  history,  but  of  imprinting 
it  with  proof  positive  of  its  fairness.  Therefore  I  laid  it  out,  as 
will  be  seen  in  the  following  pages,  first,  as  a  continuous  photo- 
graph of  events  from  the  first  day  of  the  America's  cup  to  the  last 
day  of  the  first  year  of  its  second  half-century  ;  secondly,  with  the 
interpolation  of  vivid  word-pictures  from  the  pens  of  writers  of  the 
times  in  which  those  events  occurred  ;  thirdly,  w  ith  authentic 
illustrations  from  original  drawings  and  paintings  such  as  no  other 
"  history  "  of  the  cup  contained  ;  the  whole  to  be  spliced  together 
and  made  history,  by  whom  ?  Bearing  in  mind  that  however  fair 
and  free  from  bias  my  treatment  of  the  past  of  the  America's  cup 
might  be,  my  critics  would  ha\e  ammunition  with  \\hich  to  attack 
my  book  were  it  entirely  the  work  of  one  of  the  parties  to  the  con- 
troversy mentioned,  I  decided  to  confine  myself  personally  to  that 
period  in  the  cup's  history  with  which  I  was  directly  connected, 
and  to  a  description  of  the  various  conditions  which  at  different 
periods  surrounded  it,  conditions  which  made  possiiale  the  men  and 
circumstances  controlling  the  cup  from  its  creation  to  the  end  of 
the  "  Independence  episode  "  ;  and  to  place  the  compilation  of  the 
chronological  history  of  the  cup  in  the  hands  of  another. 

For  this  task  I  selected  a  writer,  my  collaborator,  Mr.  Win- 
field  M.  Thompson,  the  product  of  whose  pen  in  yachting  and 
other  fields  of  literature  was  a  guarantee  not  only  of  graceful 
thoroughness,  but  of  a  conscientious  adherence  to  facts  and  all 
men's  rights.  To  Mr.  Thompson  I  said  :  "  Write  the  history 
of  the  America's  cup,  and  \vhile  writing  it  forget  my  personal 
interest  in  the  book  —  forget  that  the  same  coxers  which  contam 
your  work  will  hold  mine.  I  do  not  want  to  know  what  )'0U  write 
until  it  is  printed,  and  I  will  not  confuse  you  in  your  work  by 
allowing  you  to  read  my  part  until  both  are  printed." 

With  what  fairness  each  has  performed  his  task  the  reader 
may  in  a  measure  judge  ;  but  as  time  alone  can  give  a  proper  per- 
spective to  events,  it  will  be  for  the  historian  of  the  second  fifty 
years  of  the  America's  cup  to  say  whether  or  not  the  Lawson 
History  of  The  America's  Cup  made  for  the  betterment  of 
American   sports 

THOMAS   W.    LAWSON. 


[  XV  ] 


^ 


-vi 


f» 


^ 


THE  LAWSON  HISTORY 
of  THE  AMERICA'S   CVP 


ENGLAND  INVITES  COMPARISON  OF 
SPEED  IN  VESSELS,  ANDTHE  AMERICA 
IS  BUILT:    1850-1851.     CHAPTER  I. 

JNGLAND  was  holiday  making  in  the  year  of  grace 
1851,  and  of  die  reign  of  Victoria  the  fourteenth, 
on  the  occasion  of  a  great  industrial  exhibition  held 
at  London,  to  which  the  nations  of  the  earth  were 
invited  to  send  examples  of  their  arts  and  crafts 
for  comparison  with  her  own.  In  keeping  with 
the  spirit  of  this  period  of  national  activity  and 
vainglory,  Britons  of  means  and  leisure  indulged 
with  more  than  their  usual  enthusiasm  in  various 
sports,  in  which  they  sought  to  excel  all  foreigners  who  by  their 
invitation  competed  with  them.  As  befitted  a  people  whose  su- 
premacy on  the  seas  had  been  long  undisputed,  an  important  part 
of  the  season's  program  of  sport  was  contests  of  speed  between 
pleasure  vessels,  open  to  all  comers.  To  enter  in  whatever  compe- 
tition might  be  vouchsafed  her  in  these  contests,  the  United  States 
of  America  sent  a  champion  schooner,  named  for  the  country  from 
which  she  hailed.  The  entry  of  this  champion  at  first  gave  her 
opponents  no  concern,  but  the  fruits  of  her  visit  to  Britain  remain 
when  the  exhibition  and  its  results,  except  this,  are  forgotten. 
With  her  the  traditions  of  centuries  ended,  for  she  sailed  with 
ease  away  from  the  fastest  English  craft  put  against  her,  and 
showed  the  old  world  that  the  art  of  building  fast  vessels  had  its 
home  in  the  West. 

Half  a  century  has  proved  too  short  a  time  for  England  to  recover 
the  trophy  the  America  snatched  from  her  self-satisfied  yachtsmen 
with  so  litde  effort.  Her  cleverest  designers  have  built  ships  in 
which  her  pluckiest  sportsmen  have  come  over-seas,  one  after 
another,  to  regain  it,  only  to  go  back  empty-handed.  Millions 
have  been  spent  in  these  attempts,  and  other  millions  in  defence, 
while  a  simple  silver  cup,  valued  originally  at  $500,  has  come  to 
represent  the  supremacy  of  the  seas. 

When  the  trophy  now  known  as  the  America's  cup,  won  by 
that  vessel  from  the  Royal  Yacht  Squadron  August  22d,  1851,  was 
brought  to  this  countrv,  yachting  in  the  United  States  was  in  its 
infancv.  Men  rich  enough  to  follow  the  sport  were  few,  and  the 
national  life  had  not  reached  a  point  where  time  and  money  could 


[,8so-.85.]      THE  LAWSON  HISTORY 


be  spared  for  pleasure  sailing.  The  temple  of  the  nation's  indus- 
trial greatness  was  being  built.  The  country  already  was  hearing 
the  mutterings  that  forewarned  it  of  the  approaching  storm  of  civil 
war.  The  great  West  was  unconquered,  and  the  South  was 
hastening  toward  the  end  of  the  old  regime.  The  people  were 
too  busy  and  too  much  absorbed  in  the  development  of  their  for- 
tunes and  those  of  their  country  to  care  for  the  sport  of  racing 
boats. 

It  remained  for  merchants  in  the  large  ports,  ^hose  business  was 
with  shipping  and  the  sea,  to  find  means  and  leisure  for  yachting. 
At  various  places  on  the  coast,  from  Virginia  to  Massachusetts, 
small  pleasure  craft  had  been  o\^'ned  from  the  days  of  the  Colonies. 
Few  if  any  attempts  had  been  made,  however,  to  form  sailing  clubs 
at  any  Atlantic  port  until  1835,  when  a  few  Boston  merchants  formed 
a  club  for  fishing  and  pleasure  sailing  which  they  called  the  Boston 
Yacht  Club.  It  had  no  fleet,  and  lived  but  two  years.  The  name 
is  now  borne  by  its  successor. 

In  the  year  the  America  was  sent  abroad  to  try  conclusions  with 
the  formidable  pleasure  fleets  of  England,  the  New  York  Yacht  Club* 
was  the  only  yacht  club  in  America.    It  was  then  seven  years  old,  and 


*  The  New  York  Yacht  Club  was  formed  July 
30th,  1844,  at  five  o'clock  in  the  afternoon,  in  the 
cabin  of  John  C.  Stevens'  25-ton  schooner  yacht 
Gimrack,  while  she  lay  at  anchor  off  the  Battery. 
Nine  yacht  owners  were  present,  their  fleet  being 
schooners  and  sloops  of  25  tons  and  less,  in  which 
they  sailed  about  New  York  Bay  and  Long  Island 
Sound,  These  nine  formed  the  club.  They  were  : 
John  C.  Stevens,  Hamilton  Wilkes,  William  Edgar, 
John  C.  Jay,  George  L.  Schuyler,  James  M.  Water- 
bury,  Louis  A.  Depau,  George  E.  Rollins  and  James 
Rogers.  John  C.  Stevens  was  unanimously  named 
as  commodore.  The  first  squadron  run  of  the  club 
began  the  next  day.  It  was  to  Newport,  where  the 
club  members  fell  in  with  Capt.  R.  B.  Forbes,  of 
Boston,  cruising  on  the  chartered  pilot-boat  Belle, 
and  Col.  W.  P.  Winchester,  of  Boston,  cruising  on 
his  schooner  Northern  Light.  Capt.  Forbes,  Col. 
Winchester  and  David  Sears  were  the  first  three 
Bostonians  to  join  the  club.  The  first  stated  meet- 
ing of  the  New  York  Yacht  Club  was  held  at 
Windhorst's  coffee  house  on  Park  Row,  March 
17th,  1845,  when  these  officers  were  elected:  John 
C.  Stevens,  Commodore  j  Hamilton  Wilkes,  Vice 
Commodore  ;  John  C.  Jay,  Recording  Secretary  ; 
George  B.  Rollins,  Corresponding  Secretary;  Wil- 
liam Edgar,  Treasurer.  On  July  15th,  1845,  the 
club  began  the  occupancy  of  its  first  house,  a  modest 
structure  built  on  Commodore  Stevens'  grounds,  on 
the  level  shore  above  Castle  Point  in  Hoboken 
known  as  the  Elysian   Fields. 

Commodore  Stevens  was  the  foremost  patron  of 
the  club,  and  its  most  progressive  member  through- 
out his  life.  He  served  as  commodore  of  the  club 
until  1854,  and  was  succeeded  by  William  Edgar, 
who  served  through  1855-1858,  and  he  by  Edwin 
A.  Stevens,  who  held  the  office  from  1858  to  1865. 
Feb.    16th,    1865,  the  club  was  incorporated,  "for 


[2] 


the  purpose  of  encouraging  yacht  building  and  naval 
architecture,  and  the  cultivation  of  naval  science." 
In  June,  1868,  it  removed  from  the  house  in  Ho- 
boken to  one  at  Clifton,  Staten  Island.  In  1871  it 
took  rooms  in  the  cit)*,  on  the  second  floor  of  a 
house  at  Madison  Avenue  and  Twent)-- Seventh 
Street,  it  having  become  something  of  a  social  organ- 
ization. In  1876-7  the  club  was  in  financial  straits, 
and  at  a  meeting  held  Feb.  16th,  1877,  it  was  voted, 
seven  to  two,  to  give  up  the  Staten  Island  house  and 
city  quarters,  store  the  models  and  other  property,  and 
wait  for  better  times.  Wealthy  members  saved  the 
club  from  this  step,  though  the  Staten  Island  house 
was  given  up.  In  May,  1884,  the  club  removed  to 
3  house  at  27  Madison  Avenue,  where  it  remained 
until  Jan.  i8th,  1901,  when  it  removed  to  its  present 
palatial  home,  37-41  West  Fort}'-fourth  Street  near 
Fifth  Avenue.  The  land  on  which  the  club-house 
stands  was  given  the  club  by  Ex-Commodore  J. 
Pierpont  Morgan.  The  house  cost  £350,000  with- 
out its  furnishings,  and  is  the  finest  yacht-club  house 
in  the  world.  The  club  has  stations  of  call  for  the 
use  of  its  members,  at  points  in  New  York  waters, 
and  on  Long  Island  Sound.  In  1846  its  member- 
ship was  122,  and  the  number  of  vessels  enrolled 
under  its  flag  was  12.  Its  membership  in  1901  was 
1734,  and  474  vessels  flew  its  flag,  the  fleet  compris- 
ing 84  schooners,  10  schooners  with  auxiliar)-  motors, 
120  single-masted  vessels  and  yawls,  six  single-masted 
vessels  with  motors,  229  steamers,  and  25  launches. 
In  1902  1928  members  were  enrolled  and  468 
vessels.  The  officers  for  1902  were;  Lewis  Cass 
Ledvard,  Commodore  ;  Frederick  G.  Bourne,  Vice 
Commodore ;  C.  L.  F.  Robinson,  Rear  Commodore  j 
G.  A.  Cormack,  Secretary,  (I'/Vtf  J.  V.  S.  Oddie, 
deceasedjan.  l6th,  1902)5  Tarrant  Putnam,  Treas- 
urer ;  John  Hyslop,  measurer  j  J.  McG.  Wood- 
bury,  M.  D.,   fleet  surgeon. 


^THE  AMERICA'S  CVP       [-ss-.^s.] 

John  C*  and  Edwin  A.  Stevens,  those  sterling  brothers  who  have 
been  given  a  niche  in  the  sportsmen's  temple  of  fame  as  the  founders 
of  American  3achting,  and  George  L.  Schuyler,  were  its  sponsors. 

America  then  led  the  world  with  her  clipper  ships  and  coastwise 
vessels,  while  the  New  York  pilot-boats,  trim,  weatherly  little 
schooners  that  could  sail  fast  and  far  through  any  sort  of  blow,  at- 
tracted the  attention  of  every  captain  who  came  on  the  coast. 

The  fastest  of  these  vessels  were  designed  by  George  Steers, 
a  genius  destined  to  leave  a  stronger  imprint  on  America  shipping 
than  any  other  man  of  his  time.  The  3'ard  in  which  he  turned  out 
his  famous  pilot-boats  was  in  Williamsburgh,  across  the  East  River 
from  lower  New  York  citj%  and  now  a  part  of  the  city  itself.  The 
year  1850  found  George  Steers,  then  thirty  years  old,  pre-eminent 
among  designers  of  small  vessels  in  the  United  States,  while  in 
New  York  seafaring  men  believed  nothing  afloat  of  their  inches  could 
distance  his  pilot-boats.  In  the  course  of  business  vicissitudes  it 
happened  that  George  Steers  in  that  year  was  employed  in  the  yard 
of  William  H.  Brown,  New  York's  leading  shipbuilder,  as  foreman 
of  the  mold  loft,  work  in  his  owti  j-ard  across  the  river  being  for  the 
time  suspended.  Mr.  Brown,  whose  yard  was  at  the  foot  of  12th 
street.  East  River,  was  a  builder  of  ships  and  steamers,  being  asso- 
ciated in  various  ventures  with  New  York's  leading  business  men. 
George  Steers  had  never  designed  such  large  vessels  as  Mr.  Brown 
built  in  his  yard,  but  he  had  not  long  been  employed  there  before  a 
plan  was  arranged  ^\•hich  Mould  permit  him  to  exercise  his  talent 
by  designing  a  schooner  to  outdo  any  he  had  turned  out  before.  It 
seems  that  Steers  was  not  only  to  design  the  vessel,  but  have  charge 
of  her  construction  as  well,  while  Mr.  Brown  was  to  supplv  the 
means  for  building  her,  and  attend  to  the  business  of  selling  her. 
The  execution  of  this  plan  resulted  in  the  production  of  the  yacht 
America,  as  hereinafter  appears. 

The  creation  of  the  America  was  the  result  of  a  most  happy 
combination  of  favorable   circumstances.     The  idea  of  building 

*  John  C.  Stevens,  first  commodore  of  the  than  in  yachting.  He  introduced  criciiet  into  this 
New  Yorlc  Yacht  Club,  was  the  son  of  Col.  John  country-,  and  had  a  base-ball  diamond  on  his  grounds 
Stevens,  a  contemporary  of  Fulton  and  Livingston,  where  any  club  was  free  to  play.  He  was  also  a 
and  like  them  a  pioneer  in  the  application  of  steam  gentleman  farmer,  having  a  fine  place  in  Dutchess 
to  the  propulsion  of  vessels,  he  being  the  inventor  County,  New  York.  He  was  educated  at  Colum- 
of  the  steam  screw-propeller.  John  C.  Stevens  had  bia  College,  and  married  Miss  Maria  Livingston,  a 
three  brothers,  James,  Robert  L.  and  Edwin  A.,  all  famous  New  York  belle,  who  presided  over  his 
three  of  whom,  like  himself,  were  deeply  interested  household  with  distinguished  grace.  They  spent  a 
in  invention  and  the  development  of  steam  naviga-  serenely  happy  married  life  of  thirty  years  together, 
tion.  With  his  brother  Robert,  John  C.  Stevens  but  left  no  children  to  inherit  their  fortune.  Mrs. 
started  the  first  day-line  of  steamers  between  New  Stevens  died  in  1855,  and  Commodore  Stevens  on 
York  and  Albany,  in  1817,  and  throughout  his  life  June  loth,  1857,  at  the  age  of  71,  of  enlargement 
he  was  interested  in  building  various  kinds  of  steam  of  the  heart,  at  the  homestead  of  his  father,  The 
craft,  from  ferry  boats  for  the  Hudson  to  floating  Castle,  in  Hoboken,  on  the  banks  of  the  Hudson, 
batteries,  at  the  Stevens  yards  in  Hoboken.  Com-  opposite  the  city  of  New  York.  He  was  sincerely 
modore  Stevens  was  a  liberal  patron  of  art,  and  was  mourned  as  a  gentleman  and  sportsman  of  the  high- 
no  less  active  in  amateur  field  sports,  and  the  turf,  est  honor  and  widest  sympathies. 

[3] 


[.85o-,8;,]      THE  LAWSON  HISTORY 

such  a  yacht  was  the  result  of  correspondence  that  took  place  in 
the  autumn  of  1850  between  an  English  merchant  and  some  New 
York  business  men  regarding  the  forthcoming  exhibition  at  London, 
the  Englishman  suggesting  that  one  of  the  famous  New  York  pilot- 
boats  be  sent  over  in  the  summer  of  1851  to  sail  against  the  fast 
schooners  of  England  in  the  regattas  that  were  to  be  a  feature  of 
the  exhibition  celebration.  The  epistle  containing  this  suggestion 
^\as  shown  to  George  L.  Schuyler  and  John  C.  Stevens,  then  the 
foremost  sportsmen  in  New  York.  This  timel}'  suggestion  found 
these  gentlemen  prepared  to  go  beyond  the  letter  of  the  proposi- 
tion, for  they  had  the  man  at  hand  in  George  Steers,  young, 
talented,  and  burning  with  the  fire  of  ambition  and  the  purpose 
that  knows  no  such  word  as  fail,  ready  to  create  for  them  a  vessel 
that  should  be  finer  and  faster  than  any  pilot-boat,  and  in  every 
sense  a  national  champion. 

The  project  took  shape  logicallv,  from  one  tentative  step  to 
another,  as  most  great  projects  do,  informal  talks  on  the  subject 
leading  to  a  written  proposal,  signed  by  Mr.  Brown,  to  build  a 
\essel  that  should  be  faster  than  any  craft  of  her  size  afloat. 
Although  the  name  of  Geoi-ge  Steers  did  not  appear  in  this  pro- 
posal there  could  have  been  no  doubt  of  the  part  he  was  to  play  in 
the  creation  of  the  vessel,  for  he  was  the  only  designer  in  the 
United  States  who  could  put  forth  such  confident  assurances  for  a 
schooner  as  those  made  to  the  men  interested  in  building  the 
America.  His  ambition  was  \vell  known,  and  his  ability  in  yacht 
designing  had  already  been  demonstrated  in  the  fast  centreboard 
sloop  Una,'''  46  tons,  long  champion  of  her  class,  \\hich  he  de- 
signed and  built  in  1847  for  James  M.  Waterbury,  one  of  the 
original  members  of  the  New  York  Yacht  Club.  George  Steers  f 
was  personally  well  known  to  members  of  the  club,  and  especially 
to  the  Stevens  brothers,  with  whom  he  had  been  associated  in 
business  pertaining  to  yacht  building  and  repairs. 

*  Una  was  a  radical  departure  from  the  style  of  York,  where  he  built  the  first  government  dry- 
design  for  sloops  then  prevailing,  and  was  a  proto-  dock.  He  also  constructed  a  semaphore  telegraph 
type  of  the  kind  of  boat  made  famous  forty  years  system  between  Sandy  Hook  and  New  York, 
after  her  by  the  cup  defenders  Puritan  and  May-  George  Steers  grew  up  in  the  atmosphere  of  a  ship- 
flower.  She  was  65  feet  water-line,  I  7.  8  feet  beam,  yard,  and  learned  his  father's  trade,  as  did  also  three 
6.3  feet  depth,  and  6.5  draft.  She  was  able  as  of  his  brothers,  James  R.,  Henry  T.  and  Philip. 
well  as  fast,  and  once  made  the  run  from  New  In  1839,  when  16  years  old,  George  Steers  de- 
York  to  Boston  in  thirty-two  hours.  She  lasted  a  signed  and  built  his  first  boat,  the  Martin  Van 
good  half-century,  her  last  days  being  passed  on  the  Buren,  17  feet  long,  with  which  he  attracted  the 
lakes,  as  a  schooner.  attention  of  New  York  sportsmen  by  defeating  the 

f  The  talent  of  George  Steers  as  a  designer  may  champion   Gladiator  three  miles  in  twenty-four,  for 

be  said  to  have  been  inherited,  for  his  father  was  a  a  prize  offered  by  John   C.   Stevens.      In    1841    he 

shipwright  of  ability  and  resource.      He  was  a  native  built  a  rowboat   30  teet  long  that  weighed  but   140 

of  Devonshire,    England,   and    learned    his  trade  at  pounds,   and    with   its  crew    aboard    drew  but   four 

the  Royal  dockyard   at   Devonport,  coming  to  this  inches  of  water.      Racing  with   rowboats  was  then 

country  in    I  819,  and  securing  employment  at  the  in  favor  in  New  York,  and  this  boat  was  named  for 

Washington   navy    yard.      George,   one  of  thirteen  John  C.  Stevens,  who  was  a  leading  patron  of  the 

children,  was  born  in  Washington  in  1S20.     In  1827  sport.      In  1845  George  Steers  entered  into  business 

the  elder  Steers  removed  with   his  family  to   New  with  a  partner,  under  the  firm  name  of  Hathorne 

[4] 


^ 


^^ 


4  ^  ]ti 


^■>'i^. 


\^ 


■^*' 


1   ^IfHT  |^i\|i^. 


of  THE  AMERICA'S  CVP       [.^so-.s;.] 

Publication  of  some  of  the  correspondence  which  passed  in  the 
business  of  building  the  America  led,  a  few  years  ago,  to  con- 
fusion in  the  minds  of  many  who  read  it  as  to  how  much  credit 
George  Steers  should  be  given  for  building  the  vessel.  While 
William  H.  Brown  unquestionably  supplied  the  capital  to  build 
her,  and  nominally  stood  as  builder  of  the  vessel,  there  can  be  no 
doubt  she  was  the  creation  of  George  Steers'  brain  and  hand.  It 
is  to  be  noted  that  full  credit  for  building  her  was  given  George 
Steers  by  the  vessel's  owners,  in  a  line  engraved  on  the  cup 
which  bears  her  name,  descriptive  of  the  vessel,  containing  the 
words  :    "Built  by  George  Steers  of  New  York,  1851." 

The  correspondence  relating  to  the  building  and  delivery  of 
the  America  is  here  published  in  connected  form  for  the  first  time. 
It  begins  with  a  formal  proposal  to  build  the  vessel,  as  follows  : 

New  York,  Nov.  15th,  1850. 
George  L.  Schuyler,  Esq_. 

Dear  Sir,  —  I  propose  to  build  for  you  a  yacht  of  not  less 
than  140  tons  custom-house  measurement  on  the  following 
terms  :  — 

The  yacht  to  be  built  in  the  best  manner,  coppered,  rigged, 
equipped  with  joiner's  work,  cabin  and  kitchen  furniture, 
table  furniture,  water  closets,  etc.,  etc.,  ready  for  sea  —  you 
are  to  designate  the  plan  of  the  interior  of  the  vessel  and  select 
the  furniture. 

The  model,  plan  and  rig  of  the  vessel  to  be  entirely  at 
my  discretion,  it  being  understood  however  that  she  is  to  be  a 
strong  seagoing  vessel,  and  rigged  for  ocean  sailing. 

For  the  vessel  complete  and  ready  for  sea  you  are  to  pay 
me  $30,000  upon  the  following  conditions  :  — 

When  the  vessel  is  ready,  she  is  to  be  placed  at  the  dis- 
posal of  Hamilton  Wilkes,  Esq.,  as  umpire,  who,  after  making 
such  trials  as  are  satisfactory  to  him  for  the  space  of  20  da3-s, 
shall  decide  whether  or  not  she  is  faster  than  any  vessel  in  the 
United  States  brought  to  compete  with  her. 

The  expense  of  these  trials  to  be  borne  by  you. 

If  it  is  decided  by  the  umpire  that  she  is  not  faster  than 

&  Steers,  their  yard  being  in  WiUiamsburgh.      Here  that  George  Steers  designed  and  built  the  America 

he  designed  and  built  the  pilot-boat  Mary  Taylor  at  the  at  the  yard  of  William   H.    Brown  in   New  York, 

beginning  of  his  business  career, the  principle  of  her  Shortly  after  the  building   of  the   America   George 

design  being  that  which   he  afterward  employed  in  Steers  formed  a  partnership  with  his  brother  James, 

every   craft  he  laid   down — "that   for  a   vessel  to  under  the  firm  name  of  J.  R.  &  G.  Steers.      They 

sail    easily,    steadily    and    rapidly,   the    displacement  revived  building    at    the    WiUiamsburgh    yard,   and 

of  water  must  be  nearly  uniform  along  her  lines."  turned    out    several    famous    vessels,    including    the 

The  Mary  Taylor  was  followed  by  several  other  fast  U.  S.  frigate   Niagara,      George  Steers  was  cut  off 

craft.      The   firm  of   Hathorne   &   Steers   was  dis-  at   the   height  of  his   career,    dying  in  September, 

solved  in  1849,   and   it   was  while  waiting  a   proper  1856,  at  the  age  of  36  years,  from  injuries  received 

opportunity  to  engage  again  in  business  for  himself  by  being  thrown  from  a  carriage  while  driving. 

[5] 


[,s;o-,x5.]      THE  LAWSON  HISTORY 

every  vessel  brought  against  her,  it  shall  not  be  binding  upon 
you  to  accept  and  pay  for  her  at  all. 

In  addition  to  this,  if  the  umpire  decides  that  she  is 
faster  than  any  vessel  in  the  United  States,  you  are  to  have 
the  right,  instead  of  accepting  her  at  that  time,  to  send  her 
to  England,  match  her  against  anything  of  her  size  built 
there,  and  if  beaten  still  to  reject  her  altogether. 

The  expense  of  the  voyage  out  and  home  to  be  borne  by 
you. 

The  test  of  speed  in  England  to  be  decided  by  any  mode 
acceptable  to  you   and  consented  to  by  you  in  writing. 
Respectfully  yours, 

W.  H.  Brown. 

This  letter  was  composed  and  written  by  Mr.  Schuyler, 
showing  that  the  details  of  the  plan  to  build  the  vessel  came  in 
completed  form  from  himself  and  his  associates,  who  had  thoroughly 
discussed  them  before  preparing  the  agreement  for  Mr.  Brown 
to  sign.  The  building  of  the  vessel  was  in  every  sense  an  indi- 
vidual enterprise,  and  in  no  way  a  club  Aenture.  Those  agreeing 
to  take  shares  in  her  were  George  L.  Schuyler,  John  C.  and 
Edwin  A.  Stevens,  Col.  James  A.  Hamilton,  J.  Beekman  Finlay, 
and  Hamilton  Wilkes.  Mr.  Schu3'ler  was  the  active  representa- 
tive of  the  associates  in  their  dealings  with  Mr.  Brown,  chiefly 
because  he  was  in  closer  touch  than  the  others  with  the  builder  in 
business  matters,  he  being  engaged  in  shipping. 

Mr.  Brown's  pi-oposal  was  accepted  on  the  day  it  was  written, 
the  acceptance  being  written  by  Mr.  Schuyler,  undoubtedly  at 
the  same  sitting  as  the  original  proposal,  and  being  as  follows  : 

W.  H.  Brown,  EsqR. 

Dear  Sir,  —  Your  proposal  to  build  for  me  a  yacht  of  not 
less  than  140  tons,  custom-house  measurement,  for  $30,000, 
payable  on  certain  conditions  detailed  in  your  letter  of  the 
15th  inst.,  has  been  submitted  by  me  to  some  of  my  friends 
interested  in  the  subject. 

The  price  is  high,  but  in  consideration  of  the  liberal  and 
sportsmanlike  character  of  the  \\'hole  offer,  test  of  speed,  etc., 
we  have  concluded  that  such  a  proposal  must  not  be  declined. 

I  therefore  accept  the  proposal,  and  jou  \\  ill  please  go 
ahead  without  loss  of  time.  I  only  stipulate  as  a  condition  on 
my  part  that  the  yacht  must  be  ready  for  trial  on  the  first 
day  of  April  next. 

Very  truly  yours, 

George  L.   Schuyler. 
New  York,  Nov.  15th,  1850. 

[6] 


of  THE  AMERICA'S  CVP 


[1850-1851] 


Work  on  the  America  did  not  progress  as  rapidly  as  the 
owners  and  builders  had  hoped  it  would,  and  the  vessel  was  not 
ready  for  trial,  or  even  for  launching,  on  the  day  set  in  the  agree- 
ment for  her  delivery,  April  1st.  Mr.  Brown  therefore  requested 
an  extension  of  the  contract.  On  April  2d  Mr.  Schuyler  wrote 
Mr.  Brown  the  following  letter  : 

W.  H.  Brown,  Esqn. 

Dear  Sir,  —  I  have  this  morning  laid  before  the  gentlemen 
associated  with  me  your  proposal  to  renew  the  contract  between 
us  for  building  a  yacht,  the  time  for  delivery  to  be  fixed  on 
the  1st  of  May  next. 

The  delay  has  been  one  of  more  consequence  to  the  con- 
venience of  some  of  these  gentlemen  than  I  had  supposed. 
One  of  them  is  obliged  to  sail  for  Europe  on  the  first  of  May, 
and  consequently  will  lose  all  the  trials,  and  another  who  is 
ready  to  sail  at  that  time   is  obliged  to  change  all  his  plans. 

I  propose  to  continue  the  contract  between  us,  which  ex- 
pired April  1st,  to  May  1st,  1851,  as  the  time  for  the  delivery 
of  the  vessel,  all  other  conditions  to  remain  as  before,  providing 
you  consent  to  the  following  alterations  in  your  letter  of  Nov. 
15th,  1850: 

On  the  first  page,  after  the  words,  "The  expense  of 
these  trials  to  be  borne  by  you,"  you  agree  to  insert  the  words, 
"The  vessel  to  be  at  my  risk  as  regards  loss,  or  damage 
from  any  source."  The  last  clause  of  your  letter  to  read  as 
follows  :  "In  addition  to  this,  if  the  umpire  decides  that  she  is 
faster  than  any  vessel  in  the  United  States,  you  are  to  have 
the  right,  instead  of  accepting  her  at  that  time,  to  send  her 
to  England,  match  her  against  anything  built  there,  which 
in  your  judgment  gives  her  a  fair  chance  in  a  trial  of  speed, 
and,  if  beaten,  reject  her  altogether  ;  the  expense  of  the  voyage 
out  and  home  to  be  bonie  by  you,  and  the  vessel  to  be  at  your 
risk.  The  test  of  speed  in  England  above  referred  to  shall 
be  decided  by  the  result  of  any  one  or  more  trials  acceptable 
to  you,  and  to  which  you,  or  some  person  authorized  by  you, 
shall  have  consented  in  writing." 

Please    answer    immediately    whether  you    accept   these 
changes,  and  if  you  do,  go  ahead  without  loss  of  time. 
Yours  truly, 

George  L.  Schuyler. 
New  York,   April  2d,    1851. 

Mr.  Brown  accepted  the  amended  conditions,  but  was  unable 
to  deliver  the  vessel  at  the  stipulated  time,  though  she  was 
launched  on  the  3d  of  May. 

[7] 


[.850-.S5.]      THE  LAWSON  HISTORY 

Mr.  Schuyler  on  the  24th  of  Maj^  made  a  proposal  to  buy  the 
vessel  outrij^ht,  for  two  thirds  the  original  price,  writing  Mr. 
Brown  as  follows  : 

W.   H.   Brown,   EsqR. 

Dear  Sir, —  So  much  more  time  has  elapsed  than  was 
anticipated  by  you  in  completing  the  yacht  America  that  I 
fear,  if  delayed  much  longer  by  further  trials,  the  proper 
season  for  sending  her  to  England  will  have  passed.  The 
gentlemen  interested  with  me  in  the  contract  I  have  with  you 
have  consented  that  I  should  make  an  offer  for  the  vessel  as 
she  is,  releasing  her  from  further  trials  and  despatching  her 
forthwith.  I  will  give  you  $20,000  in  cash  for  the  yacht, 
finished  as  per  contract,  equipped  and  ready  for  sea,  to  be 
delivered  to  me  on  or  before  the  second  day  of  June  next. 
All  expenses  of  trials,  etc.,  heretofore  incurred  by  you  to  be 
paid  by  you. 

Yours  truly, 

George  L.  Schltvler. 
New  York,  May  24th,  1851. 

The  trials  of  the  America,  referred  to  in  the  correspondence 
here  given,  were  against  the  Maria,*  Commodore  Stevens'  fast 
sloop,  which,  in  smooth  water  in  the  neighborhood  of  Sandy  Hook, 
easily  outsailed  the  new  schooner.  This  did  not  discourage  the 
owners  of  the  America,  as  she  outsailed  all  other  craft  quite  as 
easily  as  the  Maria  outsailed  her,  while  the  Maria  was  good  only  in 
smooth  water,  and  the  test  with  her  therefore  was  not  conclusive. 

The  sportsmanship  of  the  owners  of  the  America  was  such  as 
to  rise  superior  to  any  discouragement  caused  by  delays  in  prepa- 
ration, or  apparent  lack  of  the  degree  of  speed  they  had  expected 
in  her.      They   were    sending  her    abroad    without    any   definite 

*  The  Maria  was  described  as  being  "  the  fastest  had  a  fuU,  round  bow,  though  with  a  shallow  and 
yacht  afloat."  She  was  about  l8  feet  longer  on  easy  entrance,  in  eflfect  not  unlike  the  "scow" 
the  water-line  than  the  cup  racers  of  the  present  bow  of  racers  of  to-day,  her  draft  at  the  cutwater 
day,  and  held  the  record  throughout  her  career,  and  being  only  8  inches.  Her  original  lines  are  said  to 
for  many  years  after  its  close,  as  the  largest  single-  have  been  suggested  by  those  of  the  North  River 
stick  vessel  ever  built.  In  equipment  she  repre-  sloop  Eliza  Ann,  which,  though  not  a  yacht, 
sentcd  ideas  far  in  advance  of  the  period  in  which  showed  great  speed  for  those  days.  When  launched 
she  flourished,  having,  among  other  innovations  of  the  Maria  was  92  feet  long  on  deck.  In  1850 
equipment,  hollow  spars,  outside  lead  ballast,  and  she  was  lengthened  by  the  addition  of  1 8  feet  to  her 
crosscut  sails.  The  Maria  was  designed  in  1 844  bow,  which  made  it  long  and  sharp.  Her  dimen- 
by  Robert  Livingston  Stevens,  working  in  con-  sions  were  then  :  Length  on  deck  1 10  feet,  water- 
junction  with  his  brothers  John  C.  and  Edwin  A.,  line  107.9,  beam  26  feet  6  inches,  depth  8  feet 
for  whom  the  vessel  was  built  by  William  Capes  in  4  inches,  greatest  draft  5  feet  2  inches.  Her 
his  yard  in  Hoboken.  She  was  launched  in  1845,  centre-board,  24  feet  long,  with  a  draft  of  20  feet, 
and  began  her  racing  career  Oct.  6th,  1846,  in  the  was  heavily  weighted,  and  w.is  raised  by  the  aid  of 
first  amateur,  or  Corinthian,  regatta  of  the  New  strong  spiral  springs  from  which  one  end  was  sus- 
York  Yacht  Club,  beating  the  fleet  by  an  hour  over  pended.  Her  outside  lead  ballast  was  fixed  to  the 
a  40-mile  course  from  the  club-house  in  Hoboken,  hull  in  strips,  and  covered  with  copper  sheathing, 
up  the  Hudson  to  Fort  Washington,  and  down  to  the  The  Maria  was  heavily  sparred,  her  mast  being  92 
Narrows  and  back.      As  originally  built  the   Maria  feet    long,    and    2    feet    8    inches   diameter   at   the 

[8] 


"!  ••'J*! 


o/THE  AMERICA'S  CVP      [.^50.85.] 

engagements,  for  no  races  were  arranged  for  her  before  her 
departure  from  this  side  of  the  ocean.  She  was  merely  to  go 
for  such  glory  and  trophies  as  it  might  be  reasonably  expected 
she  would  find  in  England   during  the  World's  Fair  season. 

That  a  hospitable  reception  would  l)e  granted  the  Yankee  craft 
and  crew  there  was  no  question,  for  in  March  Commodore  Stevens 
had  received  die  following  letter  from  the  Earl  of  Wilton,  Com- 
modore of  the  Royal  Yacht  Squadron  : 

7  Grosvenor  SquARE,  London, 
Feb.  22nd,  1851. 
Sh; —  Understanding  from  Sir  H.  Bulwer  that  a  few  of 
the  members  of  the  New  York  Yacht  Club  are  building  a 
schooner  which  it  is  their  intention  to  bring  over  to  England 
this  summer,  I  have  taken  the  liberty  of  writing  to  you  in 
your  capacity  of  Commodore,  to  request  you  to  convey  to  those 
members,  and  any  friends  that  may  accompany  them  on  board 
the  yacht,  an  invitation  on  the  part  of  myself  and  the  mem- 
bers of  the  Royal  Yacht  Squadron  to  become  visitors  of  the 
Club  House  at  Cowes  during  their  stay  in  England. 

For  myself,  I  may  be  permitted  to  say  that  I  shall  have 
great  pleasure  in  extending  to  your  countrymen  any  civility 
that  lies  in  my  power,  and  shall  be  very  glad  to  avail  myself 
of  any  improvements  in  shipbuilding  that  the  industry  and 
skill  of  your  nation  have  enabled  you  to  elaborate.  I  remain, 
Sir,  Your  obdt  servt., 

Wilton, 
Commodore  of  the  Royal  Yacht  Squadron. 

deck.  For  the  first  zo  feet  it  was  bored  out  to  a  Commodore  Stevens  delighted  Co  sail  the  great 
diameter  of  12  inches,  in  the  next  ao  feet  to  10  sloop,  and  was  a  familar  figure  to  frequenters  of  New 
inches,  and  the  rest  of  the  way  to  7  inches.  Her  York.  Bay,  standing  at  her  helm,  his  broad-brimmed 
mainboom  was  95  ftet  long  and  hollow,  being  made  hat  flapping  in  the  wind,  and  his  face  alight  with 
of  white  oak  staves,  dowelled  and  hooped  with  iron,  animation  as  he  watched  his  vessel  bowl  along,  pass- 
strengthened  with  inside  trusses,  and  outside  rods  ing  even  steamers  who  tried  conclusions  with  her. 
and  struts,  and  nearly  nine  feet  in  circumference  The  commodore  was  fond  of  entertaining  his  friends 
in  its  thickest  part.  Her  gaff  was  61  feet  long,  on  the  Maria,  whose  pennant,  he  proudly  boasted, 
and  bowsprit  38  feet  outboard,  entering  the  hull  "flew  150  feet  above  the  waves," — and  he  often 
below  decks.  The  area  of  her  mainsail  was  5790  took  half  a  hundred  at  a  time  down  the  bay  for  a 
square  feet,  and  of  her  jib  2100  square  feet,  making  sail,  serving  them  with  a  frugal  spread  of  fish  chow- 
a  total  working  sail-spread  of  7890  square  feet,  der,  cooked  in  her  galley,  and  washed  down  with 
She  had  a  small  working-topsail,  but  it  was  rarely  something  cheering.  The  Maria  is  said  to  have 
set.  On  her  mainsheet  traveller  was  a  rubber  com-  cost  the  Stevens  brothers  in  all  about  $100,000. 
pressor  to  take  up  strain,  the  first  one  used  on  a  She  was  frequently  altered  and  improved,  and  always 
yacht.  She  steered  with  a  12-foot  tiller,  and  to  represented  advanced  ideas.  Owing  to  the  size 
prevent  her  from  yawing  when  off  the  wind  she  had  of  her  sail-spread  she  was  dismasted  several  times, 
a  small  centre-board  aft.  The  Maria  rarely  met  She  was  finally  rigged  as  a  schooner,  and  in  the 
defeat,  and  it  was  claimed  for  her  that  in  smooth  6o's  was  sold,  and  renamed  Maud.  She  then  en- 
water  with  a  strong  breeze  she  sometimes  logged  gaged  in  the  fruit  trade  between  New  York  and 
"  nearly  17  knots,"  which  may  have  been  rather  a  Honduras  ports,  and  in  October  1870,  when  bound 
strong  claim.  In  the  trials  with  the  America  she  for  New  York  with  a  cargo  of  cocoanuts,  she  was 
is  said  to  have  sailed  completely  around  the  schooner  lost  at  sea,  with  all  hands.  The  Maria  affords  an 
three  times  in  a  short  distance.  She  was  essentially  interesting  basis  for  comparative  study  of  the  progress 
a  smooth-water  boat,  and  in  heavy  weather  was  no  made  in  racing  sloops.  Her  memory  should  ever 
match  for  the  America  or  any  other  smart  schooner,  be  kept  green  by  American  yachtsmen. 


[9] 


[.85o-,s5.]      THE  LAWSON  HISTORY 

To  this  letter  Commodore  Stevens  replied  as  follows  : 

New  York,  March  26th,  1851. 

My  Lord, —  I  regret  that  an  accident  prevented  the  re- 
ception of  your  letter  until  after  the  packet  of  the  12th  had 
sailed.  I  take  the  earliest  opportunity  oflered  to  convey  to 
the  gentlemen  of  the  Ro3'al  Yacht  Squadron,  and  to  yourself, 
the  expression  of  our  warmest  thanks  for  your  invitation  to 
visit  the  Club  House  at  Cowes.  Some  four  or  five  friends 
and  myself  have  a  yacht  on  the  stocks  which  we  hope  to 
launch  in  the  coin-se  of  two  or  three  weeks.  Should  she 
answer  the  sanguine  expectations  of  her  builder  and  fulfil  the 
stipulations  he  has  made,  we  propose  to  a\'ail  ourselves  of 
your  friendly  bidding  and  take  with  a  good  grace  the  sound 
thrashing  we  are  likely  to  get  by  venturing  our  longshore 
craft  on  your  rough  waters.  I  fear  the  energy  and  experi- 
ence of  your  persevering  yachtsmen  will  prove  an  overmatch 
for  the  industry  and  skill  of  their  aspiring  competitors. 
Should  the  schooner  fail  to  meet  the  expectations  of  her 
builder,  not  the  least  of  our  regrets  will  be  to  have  lost 
the  opportunity  of  personally  thanking  the  gentlemen  of  the 
Royal  Yacht  Squadron  and  \'ourself  for  your  considerate 
kindness. 

With  the  hope  that  we  may  have  the  pleasin-e  of  recipro- 
cating a  favor  so  frankly  bestowed,  I  remain  your  lordship's 
most  obedient  servant, 

John  C.   Stevens, 
Commodore  New  York  Yacht  Club. 

Much  interest  was  manifested  by  New  York  merchants  and 
seamen  in  the  America,  which  was  the  finest  schooner  they  had 
ever  seen.  The  following  description  of  the  vessel  appeared  in 
the  Spirit  of  the  Times  shortly  before  her  departure  for  England  : 

"  She  is  95  feet  from  stem  to  stern,  80  feet  keel,  23  feet 
amidships,  and  her  measurement  is  180  tons  [correctly  170^%o 
tons].  She  draws  II  feet  of  water  in  sailing  trim.  Her  spars 
are  respectively  19%  and  81  feet  long,  with  2j4th.  inches  rake 
to  the  foot ;  her  main-gaff  is  26  feet  long,  her  main-boom  58  feet. 
She  carries  a  lug  foresail,  with  fore-gaff  24  feet  long  ;  length  of 
bowsprit  32  feet.  Her  frame  is  composed  of  five  different  species 
of  wood,  namely,  ^vhite  oak,  locust  wood,  cedar,  chestnut,  and 
hackmatack,  and  is  supported  by  diagonal  iron  braces  equal  dis- 
tant from  each  other  four  feet.  From  stem  to  amidships  the 
curve  [of  shear]  is  scarcely  perceptible,  her  gunwales  being 
nearly  straight  lines,  and  forming  with  each  other  an  angle  of 
about  25  degrees.      The  cutwater  is  a  prolongation  of  the  vessel 

[  10] 


^THE  AMERICA'S  CVP      [.ss-ss.] 

herself,  there  being  no  addition  of  false  wood  as  is  usual  in  most 
of  the  sharpest-bowed  craft  of  similar  description. 

"Her  sides  are  planked  with  white  oak  three  inches  thick; 
the  deck  with  yellow  pine  2%  inches  thick  ;  three  streaks  of  the 
clamps  are  of  yellow  pine  three  inches  thick  ;  the  deck  beams  are 
also  of  yellow  pine  ;  all  the  combings  are  of  the  finest  description 
of  mahogany  ;  the  rails,  which  are  composed  of  white  oak,  are  14 
inches  high,  6  inches  wide,  and  3  inches  thick.  She  is  copper- 
fastened  throughout,  and  copper-sheathed  from  keel  to  6  inches 
above  the  water  line,  making  11  feet  and  a  half  in  all.  Her  sides 
are  painted  of  a  uniform  lead  color,  and  her  inside  pure  white. 
There  is  an  open  gangway  extending  the  whole  length  from  the 
extreme  points  of  the  after  and  fore  cabins. 

' '  The  fore  cabin  is  a  spacious  and  elegantly  fitted  up  apart- 
ment, 21  feet  by  18  feet  clear,  on  each  side  of  which  are  six  neat 
lockers  and  china  rooms  ;  it  contains  six  commodious  berths. 
Adjoining  the  cabin  are  two  large  staterooms,  each  8  feet  square, 
with  wardrobes  and  water-closets  attached  ;  between  them  and 
the  fore  cabin  there  are  two  other  staterooms,  joining  which  are 
a  wash-room  and  pantry,  each  8  feet.  The  fore  cabin  is  venti- 
lated by  a  circular  sk3-light  about  12  feet  in  circumference,  and  it 
contains  fifteen  berths.  Directly  under  the  cockpit,  which  is  30 
feet  in  circumference,  and  which  forms  the  entrance  to  the  after 
cabin,  there  is  a  tastefully  fitted  up  bathroom  on  the  starboard 
side,  and  on  the  larboard  side  a  large  clothes-room.  Farther  aft 
under  the  cockpit  is  the  sail-room. 

"  She  has  a  plain  raking  stern  adorned  with  a  large  gilt  eagle 
resting  upon  two  folded  white  banners,  garnished  with  beautiful 
flowers  of  a  green  color." 

An  English  description  of  the  America  stated  that  "  Her  saloons 
are  finished  in  carved  rosewood,  polished  rosewood,  polished 
American  walnut,  and  green  silk  velvet." 

Racing  sails  were  made  for  the  America  by  R.  H.  Wilson  of 
New  York.  Her  three  lower  sails  had  a  spread  of  5263  feet.  A 
draft  of  her  sail  plan,  from  the  original  of  the  sail-maker,  is  presented 
here. 

The  America  was  fitted  for  her  voyage  across  the  Atlantic 
with  sails  belonging  to  the  pilot-boat  Mary  Taylor.  She  carried 
forty-five  tons  of  ballast,  her  racing  canvas  and  gear  were  stowed 
in  her  hold,  she  was  well  provisioned,  and,  according  to  the  cus- 
toms of  the  times  she  carried  a  stock  of  liquor  for  regular  con- 
sumption, and  with  which  to  drink  the  healths  of  victors  and 
vanquished  on  the  other  side.*     On  the  17th  of  June  the  America's 

*  The  late  W.  T.  Porter,  for  many  years  editor     in  connection  with  the  America's  voyage  to  Eng- 
of  the  Spirit  of  the  TimeSj  and  a  friend  of  Commodore     land  ; 
Stevens,   is  the  author  of  the    following   anecdote  "  Before  the  America  sailed  Mr.  Stevens  placed 

[11] 


[.85o-,85.]       THE  LAWSON  HISTORY 

certificate  of  registry  was  issued  at  the  New  York  custom-house. 
It  was  as  follows  : 

"Register  290,  June  17th,  1851:  William  H.  Brown,  master, 
builder  and  sole  owner  of  the  yacht  schooner  America.  Built  in 
New  York  in  1851.  Length  93  feet  six  inches,  breadth  22  feet 
six  inches,  depth  9  feet,  measurement  170,  50-95ths  tons." 

The  America  was  delivered  to  her  owners  next  day,  w-as  ready 
for  sea  on  June  20th,  and  sailed  the  next  morning  for  Havre.  She 
carried  but  six  men  before  the  mast.  Capt.  '  Dick"  Brown,  a 
Sandy  Hook  pilot,  part  owner  of  the  Mary  Taylor,  was  sailing- 
master,  and  Nelson  Comstock  mate.  Messrs.  George  Steers, 
James  R.  Steers,  and  young  Henry  Steers,  the  latter's  son,  aged 
15,  went  as  passengers,  and  helped  on  occasion  to  work  ship  or 
stand  watch.  The  total  ship's  company,  with  cook  and  boy,  num- 
bered thirteen.  Commodore  Stevens,  Edwin  A.  Stevens  and 
George  L.  Schuyler  purposed  joining  the  yacht  in  France,  but  as 
Mr.  Schuyler  was  prevented  almost  at  the  last  moment  from  go- 
ing. Col.  Hamilton,  his  father-in-law,  went  in  his  place,  crossing 
the  ocean,  as  did  the  Messrs.  Stevens,  by  steamer. 

Incidents  of  the  America's  voyage  across  the  Atlantic,  which 
was  made  in  17/^  days,  are  especially  interesting,  as  she  was  the 
first  yacht  to  cross  the  ocean  in  either  direction.  The  onlj-  facts 
concerning  the  voyage  that  have  been  preserved  are  contained  in 
a  personal  journal,  or  log,  kept  by  James  R.  Steers.  This  book 
came  into  the  possession  of  James  W.  Steers,  son  of  George 
Steers,  of  Brooklyn,  and  is  still  in  his  family.  There  is  a  droll 
humor  shown  in  parts  of  the  log,  which  begins  with  the  following 
entrv  on  June  21st,  1850  : 

^'  Left  the  foot  of  12th  Street  8  a.  m.  Nine  o'clock  took 
steamer  and  towed  out  of  the  East  River.  Eleven  o'clock,  10 
miles  out,  parted  with  our  friends.  One  o'clock  George  Gibbons 
came  on  board,  with  officers.  One  o'clock  and  12  minutes  the 
steamer  Pacific  [one  of  the  early  Atlantic  liners]  passed  us  and 
gave  us  nine  cheers  and  two  guns,  which  were  returned  by  us 
with  as  good  heart  as  given.  At  3  o'clock  passed  Sandy  Hook 
bar  going  11  knots.  At  10  o'clock  p.m.  rather  squeamish; 
Captain,  second  mate  and  carpenter  took  a  little  brandy,  say  about 
10  drops." 

on  board  two  dozen  of  the  celebrated  Bingham  wine,  cranny   in   the   vessel,  so  that   when   he   sold    her, 

derived  from  the  cellars  of  the  late  Mr.  Bingham  of  without   his  knowledge   the   wine    went    with    her. 

Philadelphia,   father  of  the  wife  of  the  late   English  He  presumed   that    through    some  oversight  it  must 

minister  to  the  United  States,  Lord  Ashburton.      It  have  been   taken   ashore,  and   never  discovered   the 

was  more  than  half  a  century  old,  and  the  Commo-  mistake  until  his  return  home,  when  he  immediately 

dore    designed    to    drink  it   to  the    health    of    Her  wrote     Lord     de     Blaquicre    [then     owner    of    the 

Majesty.      It  would  appear  that  the  Commodore's  America]  that  if  he  would  look  in  a  certain  hidden 

excellent  wife  in   '  setting    to    rights '    various  little  locker  in    the    America  he   would   find  some    wine 

matters  in   relation  to   the  outfit  of  the   America,  '  worth  double  the  price  of  her,'  of  course   making 

concealed  these  two  dozen  of  Madeira  in  a  secret  him  a  present  of  it." 

[12] 


/^    ^   OF  '■'-  A 


^THE  AMERICA'S  CVP      [.sso-isso 

Having  thus  conscientiously  recorded  the  extent  of  his  ship- 
mates' indulgence,  Mr.  Steers  entered  into  nautical  data,  with 
frequent  references  to  the  cuisine  of  the  ship. 

On  June  22d  he  put  down  :  "  Set  the  square-sail,  or  Big 
Ben,  the  Captain  calls  it."  On  that  day  the  vessel  made  284 
knots,  the  best  24-hours'  run  of  the  voj-age.  Two  days  later  she 
made  276  knots  in  24  hours.     The  log  for  that  day  reads  : 

"Commenced  with  light  breeze.  Passed  a  ship  with  a  large 
Cross  in  her  fore  topsail.  Was  not  near  enough  to  speak.  Had 
for  dinner  to-day  a  beautiful  piece  of  Roast  Beef,  and  green  peas, 
rice  pudding  for  dessert.  Everything  set,  and  the  way  she  passed 
everything  we  saw  was  enough  to  surprise  everybody  on  board." 

On  June  26th  they  had  "  good  winds,  roast  turkey,  and 
brandy  and  water  to  top  oft  with,"  and  made  254  knots.  The 
next  day,  with  light  winds,  the  run  was  144  knots.  Mr.  Steers 
wrote  of  the  America  on  this  day  : 

"  She  is  the  best  sea  boat  that  ever  went  out  of  the  Hook. 
The  way  we  have  passed  every  vessel  we  have  seen  must  be 
witnessed  to  be  beUeved." 

The  following  day  he  wrote:  "The  Captain  said  that  she 
sails  like  the  A\'ind.  We  saw  the  British  bark  Clyde  of  Liver- 
pool, right  ahead  about  10  o'clock,  and  at  6  p.  m.  she  was  out 
of  sight  astern." 

The  record  of  the  next  two  days  was  150  and  152  knots 
respectively.      The  entry  in  the  log  contains  this  plaint : 

"Thick,  foggy,  with  rain.  I  don't  think  it  ever  rained 
harder  since  Noah  floated  his  ark."  But  there  seemed  to  be  a 
solace,  for  the  entry  continues  :  "  Had  to-da}-  fried  ham  and  eggs, 
boiled  corned  beef,  smashed  potatoes,  with  rice  pudding  for 
dessert."  The  dinner  may  not  have  agreed  with  the  writer's 
stomach,  for  this  line  follows  :  "  Should  I  live  to  get  home  this 
will  be  my  last  sea  trip." 

The  record  for  the  next  day  was  129  knots.     Mr.  Steers  wrote  : 

"  This  is  the  first  day  the  sun  has  shone,  and  that  only  half 
day;  it  will  rain  again  before  night." 

Wednesday,  July  2d,  the  record  was  209  knots.  The  log 
states  : 

"At  two  p.  M.  unbent  the  large  jib  and  bent  the  small  one. 
It  looks  like  a  shirt  on  a  beanpole.  Passed  a  clipper  brig  going 
the  same  way,  and  passed  her  faster  than  she  was  going  ahead." 
Then,  "our  cook  is  not  a  ver}-  good  caterer,"  sadly  adds  the 
chronicler.  The  fact  that  "there  was  a  heavy  head  sea  on,  and 
the  ship  was  makmg  the  water  fly  some,"  may  have  afl'ected  the 
writer's  views. 

The  distance  covered  July  3d  was  219  knots,  and  on  July 
4th   179.     For  three  days  following  only  147  knots  were  made, 

[13]' 


[.85-.85.]      THE  LAWSON  HISTORY 

owing  to  baffling  winds.      On  July  8th  the  run  was  223  knots, 
and  on  the  9th  272.     This  entry  appears  on  the  8th  : 

"Our  liquor  is  all  but  gone."  And  on  the  following  day  it 
is  recorded  that  ' '  we  had  to  break  open  one  of  the  boxes  marked 
'  rum  '  [of  Commodore  Stevens'  private  stock] ,  as  George 
[Steers]  had  the  belly-ache,  and  all  of  our  own  was  consumed  ; 
but  we  were  not  going  to  starve  in  a  market  place.  So  we  took 
four  bottles  out,  and  I  think  that  will  last  us." 

On  July  10th  the  log  records:  "Fresh  breezes  and  squalls. 
Three  square-rigged  ships  ahead  of  us.  He  [the  captain] 
made  them  out  about  10  a.m.,  and  they  have  got  everything 
set  that  they  can  carry,  but  we  are  picking  them  up  fast.  The 
scene  is  very  exciting." 

Who  with  love  of  the  sea  in  his  blood  cannot  imagine  it  ? 

The  record  for  that  day  was  250  knots,  and  for  July  11th, 
166,  from  micbiight  to  8  p.m.,  when  Havre  was  reached. 

After  the  arrival  of  the  vessel  at  Havre  Mr.  Steers'  journal 
deals  almost  exclusively  with  personal  matters,  and  sightseeing, 
there  being  nothing  in  it  of  value  in  the  way  of  data  about  the 
vessel. 

The  Stevens  brothers  and  Col.  Hamilton  were  in  France  two 
weeks  ahead  of  the  America,  and  passed  most  of  their  time 
while  waiting  for  the  yacht  in  Paris.  Col.  Hamilton,  in  his 
"Reminiscences,"  (Scribners,  1869,)  throws  a  most  interesting 
side-light  on  the  sentiment  with  which  Americans  then  in  France 
looked  forward  to  the  America's  approaching  test  against  English 
vessels.      He  says  : 

"  Such  was  the  want  of  confidence  of  our  countrymen  in  our 
success,  that  I  was  earnestly  urged  by  Mr.  William  C.  Rives, 
the  American  Minister,  and  Mr.  Sears,  of  Boston,  not  to  take  the 
vessel  over,  as  we  were  sure  to  be  defeated.  My  friend,  Mr. 
H.  Greeley,  who  had  been  at  the  Exhibition  in  London,  meeting 
me  in  Paris,  was  most  urgent  against  our  going.  He  went  so 
far  as  to  say  :  '  The  eyes  of  the  world  are  on  you  ;  you  will  be 
beaten,  and  the  country  will  be  abused,  as  it  has  been  in  connec- 
tion with  the  Exhibition.'  I  replied,  '  We  are  in  for  it,  and  must 
go.'  He  replied,  'Well,  if  you  do  go,  and  are  beaten,  you  had 
better  not  return  to  your  country.'  This  awakened  me  to  the 
deep  and  extended  interest  our  enterprise  had  excited,  and  the 
responsibility  we  had  assumed.  It  did  not,  however,  induce  us 
to  hesitate.  I  remembered  that  our  packet-ships  had  outrun 
theirs,  and  why  should  not  this  schooner,  built  upon  the  best 
model?" 

Col.  Hamilton  adds:  "In  Paris  we  took  means  to  obtain  the 
best  wines  and  all  other  luxuries  to  enable  us  to  entertain  our 
guests  in  the  most  sumptuous  manner." 

[14] 


o/THE  AMERICA'S  CVP 


[1S50-1851] 


While  at  Havre  the  America  was  fitted  out  for  racing  in 
England.  Her  hull  was  here  given  a  smart  coat  of  black,  —  she 
wore  her  prime-coat  of  gray  up  to  this  time,  —  her  racing  sails 
were  bent,  and  she  was  made  ready  in  every  way  for  the  work 
ahead  of  her,  though  she  was  not  put  in  racing  trim  until  after 
her  arrival  in  England. 

The  purpose  of  fitting  out  in  a  French  port  was  to  avoid  giving 
Englishmen  too  much  opportunity  to  study  the  vessel  before  she 
began  her  racing.  This  precaution  availed  little,  as  events  tran- 
spired, for  a  brush  with  a  fast  English  cutter  on  the  America's 
first  morning  in  English  waters  showed  what  the  "  glorified  pilot- 
boat,"  as  an  English  writer  not  inaptly  called  her,  could  do. 
^^"ith  her  first  performance  in  The  Solent  the  history  of  inter- 
national yacht-racing  gloriously  began. 


[15] 


[>8s.]  THE  LAWSON  HISTORY 

THE  AMERICA  WINS  A  ROYAL  YACHT 
SQUADRON  CUP,  AND  "THERE  IS  NO 
SECOND  "    1851-     CHAPTER    II. 

\HE  America,  with  John  C.  and  Edwin  A.  Stevens 
on  board,  left  Havre  for  England  on  Thursday 
July  31st,  1851,  and  arriving  in  The  Solent  that 
night  worked  up  to  about  six  miles  ijelow  Cowes, 
\\'here  she  anchored,  the  weather  being  thick. 

Commodore  Stevens  thus  described  the  scene 
on  the  America's  first  morning  in  English  waters, 
in  a  speech  delivered  at  a  dinner  tendered  him  and 
his  associates    at   the    Astor   House,  New   York, 
October  2d,    1851  : 

"In  the  morning  the  tide  was  against  us,  and  it  was  dead 
calm.  At  nine  o'clock  a  gentle  breeze  sprung  up,  and  with  it 
came  didins:  down  the  Laverock,  one  of  the  newest  and  fastest 
cutters  of  her  class. 

"  The  news  spread  like  lightning  that  the  Yankee  clipper  had 
arrived,  and  the  Laverock  had  gone  down  to  show  her  the  way 
up.  The  yachts  and  vessels  in  the  harbor,  the  wharves,  and 
windows  of  all  the  houses  bordering  on  them  were  filled  with 
spectators,  watching  with  eager  eyes  the  eventful  trial.  They 
saw  we  could  not  escape,  for  the  Laverock  stuck  to  us,  some- 
times lying-to  and  sometimes  tacking  round  us,  e\idendy  showmg 
she  had  no  intention  of  quitting  us.  We  were  loaded  with  extra 
sails,  A\ith  beef  and  pork  and  bread  enough  for  an  East  India 
voyage,  and  were  four  or  fi\e  inches  too  deep  in  the  water.  We 
got  up  our  sails  with  heavy  hearts  ;  the  wind  had  increased  to  a 
five-  or  six-knot  breeze,  and  after  waiting  until  we  were  ashamed 
to  \vait  longer,  we  let  her  [the  Laverock]  go  about  two  hundred 
yards,  and  then  started  in  her  wake. 

"  I  have  seen  and  i)een  engaged  in  many  exciting  trials  at  sea 
and  on  shore.  I  made  the  match  with  the  horse  Eclipse  against 
Sir  Henrv,  and  had  heavy  sums  both  for  myself  and  mv  friends 
depending  on  the  result.  I  saw  Eclipse  lose  tlie  first  heat  and 
four-fifths  of  the  second  without  feeling  one-hundredth  part  of  the 
responsibility,  and  without  feeling  one-hundredth  part  of  the  trepi- 
dation I  felt  at  the  thought  of  being  beaten  by  the  La\erock  in 
this  eventful  trial.  During  the  first  five  minutes  not  a  sound  was 
heard  save,  perhaps,  the  beating  of  our  anxious  hearts  or  the 
slight  ripple  of  the  water  upon  her  [the  America's]  SA\orcllike 
stem.      The  captain  was  crouched  down   upon  the  floor  of  the 

[16] 


sa^ 


w 

X 


^1 


I- 


of  THE  AMERICA'S  CVP  [.85.] 

cockpit,  his  seemingly  unconscious  hand  upon  the  tiller,  with  his 
stern,  unaltering  gaze  upon  the  vessel  ahead.  The  men  were 
motionless  as  statues,  their  eager  eyes  fastened  upon  the  Laverock 
with  a  fixedness  and  intensity  that  seemed  almost  supernatural. 
The  pencil  of  an  artist  might,  perhaps,  convey  the  expression, 
but  no  words  can  describe  it.  It  could  not  and  did  not  last  long. 
We  worked  quickly  and  surely  to  windward  of  her  wake.  The 
crisis  was  past  ;  and  some  dozen  of  deep-drawn  sighs  proved  that 
the  agony  was  over. 

"  We  came  to  an  anchor  a  quarter  or  perhaps  a  third  of  a  mile 
ahead,  and  twenty  minutes  after  our  anchor  was  down  the  Earl 
of  Wilton  and  his  family  were  on  board  to  welcome  us,  and  intro- 
duce us  to  his  friends.  To  himself  and  family,  to  the  Marquis 
of  Anglesey  and  his  son.  Lord  Alfred  Paget,  to  Sir  Bellingham 
Graham,  and  a  host  of  other  noblemen  and  gentlemen,  were  we 
indebted  for  a  reception  as  hospitable  and  frank  as  ever  was  given 
to  prince  or  peasant." 

That  the  speedy  stranger,  whose  model  and  rig  were  new  to 
them,  should  cause  consternation  among  the  English  yachtsmen, 
whose  title  to  yachting  leadership  had  never  been  questioned,  was 
but  natural. 

The  London  Times  compared  the  agitation  caused  among  them 
by  the  America,  after  she  had  shown  Laverock  her  quality,  to 
that  which  "the  appearance  of  a  sparrowhawk  in  the  horizon 
creates   among  a   flock   of  woodpigeons   or   skylarks." 

The  Englishmen  were  free,  thougli  not  entirely  unfriendly,  in 
their  criticisms  of  the  America.  One  writer  described  her  as 
follows  : 

"A  big-Iwned  skeleton  she  might  be  called,  but  no  phantom. 
Hers  are  not  the  tall,  delicate,  graceful  spars  w  ith  cobweb  tracery 
of  cordage  scarcely  visible  against  the  gray  and  threatening  even- 
ing sky,  but  hardy  stocks,  prepared  for  work  and  up  to  anything 
that  can  be  put  upon  them.  Her  hull  is  very  low  ;  her  breadth 
of  beam  considerable,  and  the  draught  of  water  peculiar, — six 
feet  forward  and  eleven  feet  aft.  Her  ballast  is  stowed  in  her 
sides  about  her  water-lines,  and  as  she  is  said  to  be  nevertheless 
deficient  in  headroom  between  decks  her  form  below  the  water- 
line  must  be  rather  curious.  She  carries  no  foretopmast,  being 
apparently  determined  to  do  all  her  work  with  large  sheets." 

So  shy  were  English  yacht  owners  of  the  America  that  Com- 
modore Stevens'  challenges  for  her,  posted  in  the  Royal  Yacht 
Squadron's  '•'  club-house,   remained  untaken. 

*  The  Royal   Yacht  Squadron,  England's  lead-  mond.      The  squadron  draws  the  social  line  strictly, 

ing  yacht  club,  was  formed  in  1 8 II.      Its  member-  and    in    yachting  matters  is  extremely  conservative, 

ship   includes   many  persons  of  title.      His    Majesty  Its  present  quarters  in  Cowes  Castle  have  been  occu- 

Edward  VII,  was  its  commodore  on  his  accession  to  pied    by    it   since   1856.      The   castle  is  an   historic 

the  throne,  being  succeeded  by  the   Marquis  of  Or-  fort,  built  in  the  time  of  Henry  VIII.,  for  the  pro- 

[  17] 


[■^5.]  THE  LAWSON  HISTORY 

The  first  of  these  was  sent  to  the  Earl  of  Wilton,  Commodore 
of  the  Royal  Yacht  Squadron,  Iiy  C'ommodore  Stevens,  on  August 
2d,  "after  waiting  a  reasonable  time  for  a  proposal  for  a  race," 
to  quote  Col.  Hamilton.      It  was  as  follows: 

The  New  York  Yacht  Clul),  in  order  to  test  the  relative 
merits  of  the  different  models  of  the  schooners  of  the  old  and 
the  new  \\orld,  propose  through  Commodore  Stevens,  to  the 
Royal  Yacht  Squadron,  to  run  the  yacht  America  against  any 
number  of  schooners  belonging  to  an_v  of  the  Yacht  Squadrons 
of  the  Kingdom,  to  be  selected  by  the  Commodore  of  the 
Royal  Yacht  Squadron,  the  course  to  be  over  some  part  of 
the  PjUglish  Channel  outside  the  Isle  of  Wight,  with  at  least 
a  six-knot  breeze.  This  trial  of  speed  to  be  made  at  an  early- 
day  to  be  selected  by  the  Commodore  of  the  Royal  Yacht 
Squadron.  And  if  on  that  day  there  shall  not  be  at  least  a 
six-knot  breeze,  then,  on  the  first  day  thereafter  that  such  a 
breeze  shall  blow. 

On  behalf  of  the  New  York  Yacht  Club, 

John  C.   Stevens, 
CowES,  August  2,  1851.  Commodore. 

To  this  challenge  the  following  answer  was  received  : 

The  Commodore  of  the  Royal  Yacht  Squadron  has  the 
honor  to  acknowledge  the  receipt  of  a  proposition  from  the 
New  York  Yacht  Club,  to  run  the  yacht  America  against  any 
number  of  schooners  belonging  to  the  Yacht  Clubs  of  the 
Kingdom  upon  certain  concUtions.  He  will  take  the  earliest 
opportunity  to  acquaint  the  proprietors  of  schooners  through- 
out the  kingdom  of  the  proposed  trial,  but  as  there  are  a  great 
manv  Yacht  Clubs  in  Great  Britain  and  Ireland,  some  little 
time  must  necessarily  elapse  before  answers  can  be  received. 
The  members  generally  of  the  Royal  Yacht  Squadron  are 
greatly  interested  in  testing  the  relative  merits  of  the  differ- 
ent models  of  the  old  and  new  world  without  restriction  as  to 
rig  or  otherwise,  and  with  this  view  have  offered  a  cup,  to  be 
sailed  for  by  vessels  of  all  rigs  and  nations  on  the  13th  in- 
stant. It  would  be  a  subject  to  them  of  the  highest  gratifi- 
cation to  hear  that  the  America  had  entered  as  a  competitor 

on  the  occasion.  -ur 

Wilton, 

Cotnmodorf  off/ie  R.   Y.  Squadron. 

Royal  Yacht  SquADRON  House,  August  8,  1851. 

tcction  of  the  Medina  River,      In  I  85  I  the  club  was  1843    to  the  end  of  her   reign.      These    cups  were 

quartered  at  the  Gloucester  hotel,   at  West  Cowes.  sailed  for  over  a  fixed  course,  known  as  the  Queen's 

The  Royal  Yacht  Squadron  received  its   first   royal  cup  course,  from  a  starting-point  off  Cowes,  to  and 

cup   to   be  sailed   for   in    1830   from    William  IV.  around  the   Nab  light,  and  to  and   around   a  mark 

Victoria  presented  it  with  a  trophy  each  year  from  off  Lymington,  thence  home,  about  sixty  miles. 

[18] 


<9/THE  AMERICA'S  CVP  [-^s-] 

To  this  communication,  Commodore  Stevens  made  the  follow- 
ing reply: 

Yacht  America,  August  9,  1851. 
My  Lord,  —  I  had  the  honor  yesterday  to  receive  your 
communication  of  the  8th  inst.,  in  which  you  inform  me  in 
reply  to  the  proposition  of  the  New  York  Yacht  Club  to  run 
the  America  against  any  schooners  ioelonging  to  any  of  the 
Yacht  Clubs  of  this  Kingdom,  that  you  will  take  the  earliest 
opportunity  to  acquaint  the  proprietors  of  such  schooners  of 
the  proposed  trial,  and  in  which  you  invite  me  to  enter  the 
America  as  a  competitor  for  the  cup  to  be  sailed  for  at  the 
regatta  on  the  13th  inst.  I  beg  leave  in  reply  to  say  that  as 
the  period  of  my  visit  is  necessarily  limited,  and  as  much  time 
may  be  consumed  awaiting  to  receive  answers  from  the  pro- 
prietors of  schooners  (without  intending  to  withdraw  that 
proposition),  and  although  it  is  my  intention  to  enter  for  the 
,  cup,  provided  I  am  allowed  to  sail  the  America  in  such  manner 
as  her  rig  requires  :  yet  as  the  issue  of  a  regatta  is  not  always 
a  test  of  the  merits  of  the  vessels  engaged  in  it,  I  now  pro- 
pose to  run  the  yacht  America  against  any  cutter,  schooner, 
or  vessel  of  any  other  rig  of  the  Ro)'al  Yacht  Squadron, 
relinquishing  any  advantage  which  your  rule  admits  is  due 
to  a  schooner  from  a  cutter,  but  claiming  the  right  to  sail  the 
America  in  such  manner,  by  such  booming  out,  as  her  raking 
masts  require  ;  the  course  to  be  in  the  English  Channel  with 
not  less  than  a  six-knot  breeze  ;  the  race  to  come  oft"  on  some 
day  before  the  17th  instant ;  the  distance  to  be  not  less  than 
twenty  nor  over  seventy  miles  out  and  back,  and  in  such  a 
direction  as  to  test  the  qualities  of  the  vessels  before  and  by 
the  wind. 

Although  it  would  be  most  agreeable  to  me  that  this  race 
should  be  for  a  cup  of  limited  value,  yet  if  it  is  preferred,  I 
am  willing  to  stake  upon  the  issue  any  sum  not  to  exceed 
ten  thousand  guineas. 

I  have  the  honor  to  be,  )Our  Lordship's  obedient  servant, 

John  C.   Stevens. 

P.  S.  As  I  have  offered  to  enter  the  America  for  the 
prize  to  be  given  by  the  Royal  Yacht  Squadron  on  the  13th 
instant,  it  is  desirable  that  I  should  receive  an  answer  before 
that  day. 

A  possible  stake  of  10,000  guineas  was,  to  quote  an  entry  of 
Aug.  11th  in  James  Steers'  journal,  "a  staggerer"  to  the  English 
yachtsmen.  On  the  same  day  Mr.  Steers  recorded  :  "  We  went 
out  and  sailed  under  our  mainsail  and  jib  and  beat  everything  we 
fell  in  with  at  that." 

[19] 


[■«5.]  THE  LAWSON  HISTORY 

Mr.  Steers  states  that  the  America  was  to  have  sailed  "in 
the  Ryde  Yacht  Club  regatta  "  [doubtless  the  Royal  Victoria  of 
Ryde  was  meant],  but  that  she  was  barred  out,  because  "accord- 
ing to  standing  rules  every  yacht  has  to  be  the  sole  property  of 
one  individual."  He  records,  "This  made  us  downhearted," 
and  adds  that  Commodore  Stevens  [whom  he  refers  to  here  and 
elsewhere  familiarly  as  "  Johnnie,"  *J  went  ashore  and  "  wrote  a 
third  and  last  challenge  to  sail  any  vessel  six  hours  to  windward 
and  back,  wind  to  blow  six  knots  and  upwards,  for  £10,000." 

"On  going  ashore,"  wrote  Mr.  Steers,  "I  saw  Mr.  Bates, 
the  secretary  of  the  club,  who  told  me  it  was  accepted  by  the 
Southampton  Yacht  Club,   to  sail  the  Alarm  against  us." 

An  answer  to  Commodore  Stevens'  letter  of  the  9th  was  not  re- 
ceived before  the  13th,  and  the  America  did  not  sail  in  the  regatta 
that  day,  though  she  went  out  to  show  her  paces  to  the  racers, 
among  which  was  the  Alarm.  To  quote  Mr.  Steers  again,  the 
America  followed  the  racers  under  jib  and  mainsail,  "and,  as  I 
hope  to  sleep  to-night,  we  kept  up  with  the  Alarm  \\ith  that  sail." 
It  may  have  been  because  of  this,  or  for  other  reasons,  that  no 
race  was  obtained  \\  ith  the  Alarm. 

On  the  15th  there  were  two  races,  one  for  schooners  and 
another  for  cutters,  for  cups  valued  at  £50.  The  America  went 
over  part  of  the  course.  "  When  we  started,"  wrote  Mr.  Steers, 
"the  race  boats  were  at  least  three  miles  ahead  of  us.  We 
beat  the  whole  fleet  of  about  fifty  sail  about  one  third  of  the 
way." 

At  Cowes,  on  the  following  Monday,  he  wrote:  "We  put 
after  the  racers,  who  were  about  three  miles  ahead  of  us.  We 
passed  them  all  in  one  hour  38  minutes'  sailing." 

There  was  a  great  stir  among  the  conservatives  of  the  Royal 
Yacht  Squadron  o\er  Commodore  Stevens'  challenge,  but  a  prompt 
reply  to  it  was  not  forthcoming,  although  the  air  was  filled 
with  talk  of  matches.  The  following  letter  from  Col.  Hamilton  to 
Lord  Desart  throws  some  light  on  the  situation  on  the  15th: 

Club  House,  Cowes,  Yacht  America, 

August  15,  1851,  10  o'clock  a.  m. 
My  Lord, —  I  have  communicated  to  Commodore  Stevens 
your  wish  that  he  should  make  a  friendly  trial  with  the 
Armenia  and  Constance  to-day.  I  am  authorized  by  Com- 
modore Stevens  to  say,  he  will  be  most  happv  to  make  such  a 
trial   with   these   or  any   other  vessels   of   the   Royal   Yacht 

*  The  writer  draws  an  amusing  word-picture  of  vigorous  language  *'  where  in his  liquor  goes," 

Commodore  Stevens  sitting  on  the  cabin   floor  of  to  which  query  the  steward  replied  that  he  does  not 

the  America,  after  her  arrival  in  England,  counting  know,    "  unless   the    Mr.    Steers    had    taken    some 

over  his  bottles  of  rum,  and  asking  the  steward  in  of  it." 

[20] 


^THE  AMERICA'S  CVP  c-^s.] 

Squadron,   whenever  his   proposal    of  the   9th  inst.  may  be 
accepted  or  rejected. 
I  have  the  honor  to  be,  your  Lordship's  obedient  servant, 

James  A.  Hamilton, 

On  the  16th  Commodore  Stevens,  despairing  of  obtaining  an 
individual  match  for  the  America,  entered  the  vessel  for  the  Royal 
Yacht  Squadron  regatta  to  be  sailed  Aug.  22d,  by  sending  the 
following  note  to  John  Bates,  Esqr.,  R.  N.,  secretary  of  the  Royal 
Yacht  Squadron: 

Dear  Sir, —  Will  you  do  me  the  favor  to  enter  the  America 
for  the  Royal  Yacht  Squadron  Regatta  to  come  oft"  on  the 
22d  inst.  The  fact  that  this  vessel  is  owned  by  more  than 
one  person  is  so  well  known  as  to  render  it  almost  unneces- 
sary to  state  it ;  yet  I  do  so  when  she  is  entered,  to  avoid  the 
possibility  of  seeming  to  contravene  the  rules  of  the  Royal 
Yacht  Squadron. 

Allow  me  further  to  say,  in  reference  to  others  who  may 
be  disposed  to  be  competitors,  that  should  there  be  little  or 
no  wind  on  that  day,  this  vessel  will  probably  not  sail. 

With  respect,  your  obedient  servant 

John  C.  Stevens. 

While  the  challengers  were  waiting  for  their  proposal  for  an 
individual  match  to  be  taken,  and  the  correspondence  here  given 
was  passing,  the  British  press  kept  up  a  spirited  fire  of  comment. 

The  Lojidoii  Times  spurred  on  the  fainthearted  yachtsmen  of 
Britain  by  saying  it  could  not  be  imagined  that  England  would 
"allow  the  illustrious  stranger  to  return  to  the  New  World  \vith 
the  proud  boast  that  she  had  flung  down  the  gauntlet  to  England, 
Ireland,  and  Scotland,  and  that  not  one  had  been  found  to  take  it 
up."  The  'Times  pointed  out  that  no  disgrace  would  attach  to 
defeat,  "but  if  she  be  permitted  to  sail  back  to  New  York  with 
her  challenge  unaccepted,  and  can  nail  up  under  it,  as  it  is  fastened 
on  one  of  her  beams,  that  no  one  dare  touch  it,  then  there  will  be 
some  question  as  to  the  pith  and  courage  of  our  men." 

Although  the  performance  of  the  America  showed  her  to  be 
without  question  superior,  and  vastly  so,  to  any  vessel  in  the 
Solent  fleet,  there  at  last  appeared  one  English  yacht-owner  with 
pluck  enough  to  make  a  match  with  her.  He  was  Robert 
Stephenson,  and  he  arranged  to  sail  his  hundred-ton  schooner 
Titania  against  the  America  twenty  miles  from  the  Nab  light  and 
back,  for  £100.  Titania  was  new,  with  the  defect  of  having  her 
spars  set  too  far  forward,  and  she  was  not  a  champion  craft,  such 
as  Commodore  Stevens  wanted  to  sail  against.     Her  owner  appears 

[21] 


t'^50  THE  LAWSON  HISTORY 

to  have  agreed  to  race  her  against  the  Yankee  schooner  more  to 
sustain  the  reputation  of  British  yachtsmen  for  courage  than  from 
any  great  hope  of  winning. 

Anticipating  the  order  of  events,  it  may  be  said  that  the  race 
between  the  America  and  Titania  was  sailed  August  28th,  in  a 
strong  breeze,  the  course  being  laid  to  leeward.  The  Earl  of 
Wilton's  yacht  Xarifa  was  stakeboat,  being  anchored  off  the 
Nab.  The  America  distanced  Titania,  beating  her  52  m.,  chiefly 
in  windward  work,  although  the  jaws  of  the  America's  fore-gaff^ 
were  carried  away,  and  much  time  was  lost  while  splicing  the  gaff 
and  in  favoring  the  broken  spar  in  the  severe  thresh  to  windward. 
Col.  Hamilton  estimated  that  at  the  finish  Titania  was  seven  miles 
astern  of  the  America. 

Mr.  Stephenson's  example  had  a  salutary  effect,  for  while  his 
trial  against  the  America  was  pending  Mr.  Woodhouse,  owner 
of  the  schooner  Gondola,  proposed  a  match  between  his  yacht  and 
the  America,  to  come  off  in  October,  from  Cowes  round  the 
Eddystone    lighthouse   and  back  to   Cowes,   for  £100  or  £200. 

To  this  proposal  Commodore  Stevens  sent  the  following  reply  : 

Yacht  America,  August  26. 

Sir, —  I  regret  extremely  that  it  is  not  in  my  power  to 
oblige  you,  as  I  propose  to  leave  Cowes  immediately  after  the 
match  with  the  Titania  is  decided.  To  afford  you,  however, 
an  opportunity  to  try  the  speed  of  the  Gondola,  I  propose 
(the  Royal  Yacht  Squadron  consenting)  that  you  make  the 
trial  at  sea  on  the  same  day,  and  at  the  same  time,  and  on  the 
same  course  with  the  Titania  and  the  America.  As  a  further 
inducement  to  you  to  make  this  trial,  I  will  wager  £1,000 
against  £200,  the  America  beats  the  Gondola. 

With  respect,  I  am  your  obedient  servant, 

John  C.  Stevens. 

The  owner  of  Gondola  did  not  appear  with  his  vessel  on  the 
day  of  the  America's  race  with  Titania. 

The  story  of  the  regatta  in  which  the  America  won  the  cup 
that  bears  her  name  is  now,  in  substance  at  least,  a  classic  in 
American  yachting  literature,  though  no  extended  accounts  of  it 
were  printed  here  at  the  time.  There  is  no  reference  to  it  in 
the  journal  of  Mr.  James  R.  Steers,  as  he  started  for  home  by 
steamer  two  days  before  the  race  took  place.  Col.  Hamilton  in 
his  "Reminiscences"  refers  to  it  briefly.  As  the  cable  had  not 
then  linked  the  old  and  new  worlds,  and  steamers  were  twelve 
days  in  crossing  the  Atlantic,  the  American  newspapers,  — that  in 
these  times  print  daily  columns  of  cabled  news  on  events  across 
the  water, —  gave  the  race  but  a  brief,  and  necessarily  tardy  men- 

[22] 


o/THE  AMERICA'S  CVP 


[.85,] 


tion,  clipped  from  London  exchanges.  Probably  the  best  account 
of  the  regatta  appeared  in  the  Lotuloti  Illustrated  JVews^  written 
beyond  question  by  an  eye-witness.  As  it  is  better  than  any 
re-written  account  could  be  possibly,  it  is  here  given  in  full  : 

"The  race  at  Cowes,  on  Friday  se'nnight,  for  the  Royal 
Yacht  Squadron  cup  of  £100,  furnished  our  yachtsmen  with  an 
opportunity  of  '  realizing,'  as  our  trans-Atlantic  brethren  would 
say,  what  those  same  dwellers  beyond  the  ocean  can  do  afloat  in 
competition  with  ourselves.  None  doubted  that  the  America  was 
a  very  fast  sailer,  but  her  powers  had  not  been  measured  by  the 
test  of  an  actual  contest.  Therefore,  when  it  became  known 
that  she  was  entered  amongst  the  yachts  to  run  for  the  cup  on 
Friday,  the  most  intense  interest  was  manifested  by  all  classes, 
from  the  highest  to  the  humblest,  who  have  thronged  in  such 
masses  this  season  to  the  Isle  of  Wight  ;  and  even  Her  Majesty 
and  the  court  felt  the  influence  of  the  universal  curiosity  which 
was  excited  to  see  how  the  stranger,  of  whom  such  great  things 
were  said,  should  acquit  herself  on  the  occasion.  The  race  was, 
in  fact,  regarded  as  a  sort  of  trial  heat,  from  which  some  antici- 
pation might  be  formed  of  the  result  of  the  great  international 
contest  to  which  the  owners  of  the  America  have  challenged 
the  yachtsmen  of  England,  and  which  Mr.  R.  Stephenson,  the 
eminent  engineer,  has  accepted,  by  backing  his  own  schooner, 
the  Titania,  against  the  America. 

"  The  following  yachts  were  entered.  They  were  moored  in 
a  double  line.      No  time  allowed  for  tonnage  : 


Name, 
Beatrice    . 
Volante    . 
Arrow 
Wyvern    . 
lone    . 
Constance 
Titania     .      . 
Gipsy  Queen  . 
Alarm 
Mona 
America  . 
Brilliant   .      . 
Bacchante 
Freak 

Stella  .      .      . 
Eclipse 
Fernande  . 
Aurora 


Class,  Tons. 

Schooner i6i 

Cutter 48 

Cutter 84 

Schooner 205 

Schooner 75 

Schooner ai8 

Schooner 100 

Schooner 160 

Cutter 193 

Cutter 81 

Schooner 170 

3 -mast-schooner    .      .      .  392 

Cutter 80 

Cutter 60 

Cutter 65 

Cutter 50 

Schooner 12.7 

Cutter 47 


Owners* 
Sir  W.  P.  Carew. 
Mr.  J.  L.  Crag-e. 
Mr.  T.  Chamberlayne. 
The  Duke  of  Marlborough. 
Mr.  A.  Hill. 

The  Marquis  of  Conyngham. 
Mr.  R.  Stephenson. 
Sir  H.  B.  Hoghton. 
Mr.  J.  Weld. 
Lord  A.  Paget. 
Mr.  J.  C.  Stevens,  et  als. 
Mr.   G.   Ackers. 
Mr.  B.  H.  Jones. 
Mr.  W.  Curling. 
Mr.  R.  Frankland. 
Mr.  H.  S.  Fearon. 
Major  Marty n. 
Mr.  T.  Le  Merchant. 


"Among  the  visitors  on  Friday  were  many  strangers, — 
Frenchmen  en  route  for  Havre,  Germans  in  quiet  wonderment  at 
the  excitement  around  them,  and  Americans  already  triumphing 
in  the  anticipated  success  of  their  countrymen.  The  cards  con- 
taining the  names  and  colors  of  the  yachts  describe  the  course 

[23] 


['«5.]  THE  LAWSON  HISTORY 

merely  as  being  '  round  the  Isle  of  Wight ;  '  the  printed  pro- 
gramme stated  that  it  was  to  be  '  round  the  Isle  of  Wight,  inside 
Norman's  buoy  and  Sandhead  buoy,  and  outside  the  Nab.' 
The  distinction  gave  rise,  at  the  close  of  the  race,  to  questioning 
the  America's  right  to  the  cup,  as  she  did  not  sail  outside  the 
Nab  Light ;  but  this  objection  was  not  persisted  in,  and  the 
Messrs.  Stevens  were  presented  with  the  cup. 

"At  9.55  the  preparatory  gun  was  fired  from  the  Club-house 
batter}',  and  the  yachts  were  soon  sheeted  from  deck  to  topmast 
with  clouds  of  canvas,  huge  gafF-topsails  and  balloon-jibs  being 
greatly  in  vogue,  and  the  America  evincing  her  disposition  to  take 
advantage  of  her  new  jili  by  hoisting  it  with  all  alacrity.  The  whole 
flotilla  not  in  the  race  were  already  in  motion,  many  of  them  stretch- 
ing down  towards  Osborne  and  Ryde  to  get  good  start  of  the 
clippers.  Of  the  list  above  given  the  Titania  and  the  Stella  did  not 
start,  and  the  Fernande  did  not  take  her  station  (the  latter  was 
twice  winner  in  1850,  and  once  this  year  ;  the  Stella  won  once  last 
year).  Thus  only  fifteen  started,  of  which  seven  were  schooners, 
including  the  Brilliant  (three-masted  schooner),  and  eight  were 
cutters. 

"  At  10  o'clock  the  signal  gun  for  sailing  was  fired,  and  before 
the  smoke  had  well  cleared  away  the  whole  of  the  beautiful  fleet 
was  under  way,  moving  steadily  to  the  east  with  the  tide  and  a 
gentle  breeze.  The  start  was  effected  splendidly,  the  yachts 
breaking  away  like  a  field  of  race-horses  ;  the  only  laggard  was 
the  America,  which  did  not  move  for  a  second  or  so  after  the 
others.  Steamers,  shore-lioats,  and  yachts  of  all  sizes  buzzed 
along  on  each  side  of  the  course,  and  spread  away  for  miles  over 
the  rippling  sea,  — a  sight  such  as  the  Adriatic  never  beheld  in  all 
the  pride  of  Venice  ;  such,  beaten  though  we  are,  as  no  other 
country  in  the  world  could  exhibit ;  while  it  is  confessed  that 
anything  like  it  was  never  seen,  even  here,  in  the  annals  of 
yachting. 

"  Soon  after  they  started  a  steamer  went  off"  from  the  roads, 
with  the  members  of  the  sailing  committee.  Sir  B.  Graham,  Bart., 
the  Earl  of  Wilton,  Commodore,  and  the  following  gentlemen: 
Lord  Exmouth,  Captain  Lyon,  Mr.  A.  Fontaine,  Captain  Ponsonby, 
Captain  Corry,  Messrs.  Harvey,  Leslie,  Greg,  and  Reynolds. 
The  American  Minister,  Mr.  Abbott  Lawrence,  and  his  son.  Col. 
Lawrence,  attache  to  the  American  legation,  arrived  too  late  for  the 
sailing  of  the  America,  but  were  accommodated  on  board  the 
steamer,  and  went  around  the  island  in  her  ;  and  several  steamers, 
chartered  by  private  gentlemen  or  for  excursion  trips,  also  accom- 
panied the  match. 

"The  Gipsy  Queen,  with  all  her  canvas  set,  and  in  the 
strength  of  the  tide,  took  the  lead  after  starting,  with  the  Beatrice 

[24] 


UMlVEflbiTY 


of  THE  AMERICA'S  CVP  ['«5.] 

next,  and  then,  with  little  difference  in  order,  the  Volante,  Con- 
stance, Arrow,  and  a  flock  of  others.  The  America  went  easily 
for  some  time  under  mainsail  (with  a  small  gaff-top-sail  of  a  tri- 
angular shape  braced  up  to  the  truck  of  the  short  and  slender 
stick  which  serves  as  her  main-top-mast),  foresail,  fore-stay-sail, 
[jib]  and  jib  [flying  jib];  M'hile  her  opponents  had  every  cloth  set 
that  the  Club  regulations  allow.  She  soon  began  to  creep  upon 
them,  passing  some  of  the  cutters  to  the  windward.  In  a  quarter 
of  an  hour  she  had  left  them  all  behind,  except  the  Constance, 
Beatrice,  and  Gipsy  Queen,  which  were  well  together,  and  went 
along  smartly  with  the  light  breeze.  The  )-achts  were  timed  ofi 
No  Man's  Land  buoy,  and  the  character  of  the  race  at  this  moment 
may  be  guessed  from  the  result : 

"  Volante,  llh.  7m.0s.  ;  Freak,  11  h.  8  m.  20  s.  ;  Aurora,  11 
h.  8  m.  30  s.  ;  Gipsy  Queen,  11  h.  8  m.  45  s.  ;  America,  11  h.  9 
m.  0  s.  ;  Beatrice,  llh.  9  m.  15  s.  ;  Alarm,  llh.  9  m.  20  s  .; 
Arrow,  llh.  10  m.  0  s.  ;  Bacchante,  llh.  10  m.  15  s. 

"The  other  six  were  staggering  about  in  the  rear,  and  the 
Wyvern  soon  afterwards  hauled  her  wind,  and  went  back  towards 
Cowes. 

"The  America  speedily  advanced  to  the  front  and  got  clear 
away  from  the  rest.  Off  Sandown  Bay,  the  wind  freshening,  she 
carried  away  her  jib-boom;  '''  but,  as  she  was  well  handled,  the  mis- 
hap produced  no  ill-eftect,  and,  during  a  lull  which  came  on  in  the 
breeze  for  some  time  subsequently,  her  competitors  gained  a 
trifling  advantage,  but  did  not  approach  her.  Off  Ventor  the 
America  was  more  than  a  mile  ahead  of  the  Aurora,  then  the 
nearest  of  the  racing  squadron;  and  hereabouts  the  number  of  her 
competitors  was  lessened  by  three  cutters,  the  Volante  having 
sprung  her  bowsprit,  the  Arrow  having  gone  ashore,  and  the 
Alarm  having  stayed  by  the  Arrow  to  assist  in  getting  her  off. 

"  But  from  the  moment  the  America  had  rounded  St.  Cath- 
erine's point,  with  a  moderate  breeze  at  S.  S.  W.,  the  chances  of 
coming  up  with  her  again  were  over.  The  Wildfire,  -which, 
though  not  in  the  match,  kept  up  with  the  stranger  for  some  time, 
was  soon  shaken  off,  and  of  the  \'essels  in  the  match,  the  Aurora 
was  the  last  that  kept  her  in  sight,  until,  the  weather  thickening, 
even  that  small  comfort  was  lost  to  her.  As  the  America  approached 
the  Needles  the  wind  fell,  and  a  haze  came  on,  not  thick  enough, 
however,  to  be  very  dangerous  ;  and  here  she  met  and  passed 
(saluting  with  her  flag)  the  Victoria  and  Albert  royal  yacht,  with 
Her  Majesty  on  board.  Her  Majesty  waited  for  the  Aurora,  and 
then  returned  to  Osborne,  passing  the  America  again  in  The  Solent. 
About  six  o'clock  the  Aurora,  being  some  five  or  six  miles  astern, 

*   "  Old  Dick  "  Brown  remarked  he  "  was  d — d  glad  it  was  gone,"  as  he  did  not  believe  in  carrying 
a  flying  jib  to  windward. 

[25] 


[■^5.]  THE  LAWSON  HISTORY 

and  the  result  of  the  race  inevitable,  the  steamers  that  had  accom- 
panied the  yachts  bore  away  for  Covves,  where  they  landed  their 
passengers.  The  evening  fell  darkly,  heavy  clouds  being  piled 
along  the  northern  shore  of  the  strait ;  and  the  thousands  who  had 
for  hours  lined  the  southern  shore,  from  West  Cowes  long  past 
the  Castle,  awaiting  anxiously  the  appearance  of  the  winner,  and 
eagerly  drinking  in  everj'  rumour  as  to  the  progress  of  the  match, 
were  beginning  to  disperse,  when  the  peculiar  rig  of  the  clipper 
was  discerned  through  the  gloom,  and  at  8  h.  34  m.  o'clock 
(railway  time  8  h.  37  m.,  according  to  the  secretary  of  the  Royal 
Yacht  Squadron)  a  gun  from  the  flag-ship  announced  her  arrival 
as  the  winner  of  the  cup.  The  Aurora  was  announced  at  8  h. 
58  m.;  the  Bacchante  at  9  h.  30  m.;  the  Eclipse  at  9  h.  45  m.; 
the  Brilliant  at  1  h.  20  m.  (Saturday  morning).  No  account  of 
the  rest." 

Col.  Hamilton,  who  sailed  on  the  America  in  the  race,  in  his 
reference  to  it  said  : 

"The  wind  dropped  off  near  Ryde.  The  Volante,  a  cutter 
of  forty-five  tons,  passed  the  America.  An  hour  after  the  breeze 
freshened,  and  the  America  passed  the  Volante,  '  and  then  spared 
her  jib.'  After  we  got  round  The  Needles  the  wind  died  away, 
and  we  were  alarmed  by  the  appearance  of  a  small  vessel  (the 
Fairy),  so  light  as  to  be  pressed  upon  us  by  the  gentle  puffs 
which  could  hardly  move  the  America,  of  170  tons.  Our  only 
fear  as  to  the  issue  of  the  race  was,  that  some  light  vessel  like 
the  Volante  with  a  light  puff  of  air  might  keep  close  to  us,  and 
with  the  tide  might  pass  us. 

"  The  America  arrived  at  Cowes  at  half-past  8  p.m.,  and  was 
received  with  the  most  gratifying  cheers.  Yankee  Doodle  was 
played  by  the  band." 

Commodore  Stevens,  in  his  speech  made  at  the  dinner*  given 
him  and  his  associates  on  his  return  from  England,  made  this 
reference  to  the  race  : 

"In  the  race  for  the  Queen's  Cupf  there  were,  I  think,  seven- 
teen entries,  most   of  which,  I   believe,   started.      In  addition  to 

*  The  dinner  to  Commodore  Stevens  and  his  home  not  the  golden  fleece,  but  that  which  gold 
associates,  on  the  return  of  Commodore  Stevens,  cannot  buy,  national  renown."  In  responding  to 
Edwin  A.  Stevens  and  Col.  James  A.  Hamilton  this  toast.  Commodore  Stevens  described  the  race 
from  England,  was  a  notable  event.  It  was  at-  of  Aug.  2;d,  1 85 1,  and  concluded  his  speech  by 
tended  by  the  leading  business  and  professional  men  saying  :  "  The  cup  before  you  is  the  trophy  of 
of  New  York,  while  Commodore  Matthew  C.  that  day's  victory.  I  promised,  half-jest  and  half- 
Perry  of  the  United  States  navy  was  among  the  earnest,  when  I  parted  with  you,  to  bring  it  home  to 
guests.  The  cup  was  here  publicly  shown  for  the  you.  The  performance  of  this  promise  is  another 
first  time.  J.  Prescott  Hall  presided  at  the  dinner,  exemplification  of  the  truth  of  the  old  saw,  that 
Healths  were  drunk  to  the  Earl  of  Wilton,  in  re-  *  What  is  oftentimes  said  in  jest  is  sometimes  done 
sponse  to  a  toast  byCommodore  Stevens, to  the  Queen,  in  earnest.'  " 

to  the  President,  and  to  the  captain  and  crew  of  the  f   This  was  a  lapmi  linguir.      "  Royal   Yacht 

America,  in  response  to  the  following  sentiment  ex-  Squadron    cup"    was    the    original    name    of    the 

pressed  by  Charles  King,  president  of  Columbia  Col-  America's    trophy.       It    was    not    in   any    sense   a 

lege:  "  Our  Modern  Argonauts — they  have  brought  QueeirB  cup. 

[26] 


of  THE  AMERICA'S  CVP  c-^?'] 

them,  there  were  seventy  or  eighty,  or  perhaps  one  hundred  under 
way,  in  and  about  the  harbor ;  and  such  another  sight  no  other 
country  save  England  can  furnish.  Our  directions  from  the  sail- 
ing committee  were  simple  and  direct :  we  were  to  start  from  the 
flag-ship  at  Cowes,  keep  the  No-Man's  buoy  on  the  starboard 
hand,  and  from  thence  make  the  best  of  our  way  round  the  island 
to  the  flag-ship  from  which  we  started.  We  got  ofl"  before  the 
wind,  and  in  the  midst  of  a  crowd  that  we  could  not  get  rid  of  for 
the  first  eight  or  nine  miles  ;  a  fresh  breeze  then  sprang  up  that 
cleared  us  from  our  hangers-on  and  sent  us  rapidly  ahead  of  every 
yacht  in  the  squadron.  At  The  Needles  there  was  not  a  yacht  in 
sight  that  started  with  us.  .  .  .  After  passing  The  Needles,  we 
were  overtaken  by  the  royal  steam  yacht  Victoria  and  Albert,  with 
Her  Majesty  and  her  family  on  board,  who  had  come  down  to 
witness  the  trial  of  speed  between  the  models  adopted  by  the  old 
world  and  those  of  the  new.  As  the  steamer  slowly  passed  us 
we  had  the  gratification  of  tendering  our  homage  to  the  Queen 
after  the  fashion  of  her  own  people,  by  taking  oft'  our  hats  and 
dipping  our  flags.  At  this  time  the  wind  had  fallen  to  a  light 
breeze,  and  we  did  not  arrive  at  the  flag-ship  until  dark.  I  could  not 
learn  correcdy  at  what  time  or  in  what  order  the  others  arrived." 

Mr.  Ackers,  owner  of  the  Brilliant,  protested  the  race,  on  the 
ground  that  the  America  went  inside,  instead  of  outside  the  Nab 
light-vessel.  As  no  instructions  regarding  the  passing  of  this  point 
were  contained  in  the  sailing  directions  given  Commodore  Stevens, 
the  committee  which  heard  Mr.  Ackers'  complaint  dismissed  it, 
and  the  cup  went  to  the  America. 

The  Times  described  the  course  around  the  Isle  of  Wight, 
which  by  the  chart  was  fifty-three  nautical  miles  long,  as  "noto- 
riously one  of  the  most  unfair  to  strangers  that  can  be  selected,  and 
indeed  [it]  does  not  appear  a  good  race-ground  for  anyone,  inas- 
much as  the  currents  and  tides  render  local  knowledge  of  more 
value  than  swift  sailing  and  nautical  skill." 

It  was  to  be  observed  from  the  result  that  local  knowledge 
could  not  offset  the  speed  of  the  America,  and  the  seamanship  of 
her  rough-and-ready  American  crew,  commanded  by  "  Old  Dick  " 
Brown  of  Sandy  Hook,  who  was  assisted  of  course  by  an  English 
pilot.  Too  little  credit  has,  as  a  rule,  been  accorded  this  pilot  for 
his  part  in  the  famous  race.  He  was,  without  knowing  it,  making 
history,  and  for  him  to  have  done  from  motives  of  patriotism  some- 
thing less  than  his  best  would  have  been  an  easy  matter.  Col. 
Hamilton  in  his  "  Reminiscences  "  speaks  warmly  of  this  worthy 
ally  of  the  Americans,  giving  him  due  credit  for  his  invaluable 
assistance,  in  the  following  lines  : 

"  Of  course  our  success  in  racing,  and  particularly  around  the 
Isle  of  Wight,  would  so  much  depend  upon  the  skill  and  fidelity 

[27] 


[.85.]  THE  LAWSON  HISTORY 

of  our  pilot  as  to  make  that  a  subject  of  deep  interest.  Our  ex- 
cellent consul  at  Southampton  engaged  Mr.  Underwood  as  a  pilot 
for  us  ;  who  went  on  board  the  America  on  her  arrival,  and  whose 
whole  conduct  was  entirely  satisfactory.  We  had  intimations  from 
various  sources  on  that  subject. 

"The  gallant  admiral  of  Portsmouth  addressed  a  letter  to 
Commodore  Stevens,  offering,  if  we  were  not  satisfied  with  the 
one  we  had,  to  send  us  a  pilot  who  was  not  only  most  skilful, 
well  acquainted  with  all  the  waters  in  the  neighborhood,  but  for 
whose  fidelity  he  would  be  responsible.  This  kind  offer  was 
promptly  declined,  on  the  ground  that  Commodore  Stevens  had 
entire  confidence  in  the  knowledge,  skill,  and  fidelity,  of  our  pilot, 
Mr.  Underwood." 

The  following  interesting  accovmt  of  the  winnings  of  the 
America,  aside  from  the  Royal  Yacht  Squadron  cup,  and  the 
stake  in  the  race  with  Titania,  is  from  a  speech  made  by  Henry 
Steers,  son  of  James  R.  Steers,  at  a  meeting  of  the  Seawanhaka 
Yacht  Club  in  1877  : 

"We  were  rigged  (on  arrival)  pilot-boat  fashion,  no  fore- 
topmast  and  no  flying  jib-boom,  and,  as  we  thought  we  could  do 
better  with  a  flying-jib,  we  went  to  Ratsej',  at  the  Isle  of  Wight, 
to  get  hini  to  make  the  spar.  My  uncle  [George  Steers]  bet 
him  the  price  of  that  jib-boom  that  we  could  beat  any  boat  he 
could  name.  He  named  the  Beatrice.  Then  we  went  to  a  sail- 
maker  to  have  a  flying-jib  made,  and  we  bet  the  price  of  this 
sail  on  the  race.  We  heard  that  there  was  some  one  in  South- 
ampton who  wanted  to  bet,  and  some  of  the  party  went  there. 
He  wanted  to  '  book  it,'  as  they  do  over  there  ;  but  our  party  had 
no  bank  account,  no  letters  of  credit  ;  all  our  money  \\  as  in  a  bag 
aboard  the  yacht,  and  we  wanted  the  money  put  up,  so  this  wager 
fell  through.  So  all  we  got  on  the  race  was  the  price  of  the 
jib-boom  and  the  sail." 

The  English  yachtsmen  thought  the  America  a  "shell,  "  and 
it  is  related  that  some  one  of  them  offered  to  "  build  a  boat  in 
ninety  days  that  would  beat  her,"  for  a  £500  stake.  Commodore 
Stevens  asked  that  the  stake  be  made  £5000,  in  which  event 
he  would  wait  for  a  race.  Nothing  came  of  this  talk,  and  the 
race  with  Titania  ended  the  America's  racing  in  English  waters 
under  American  ownership. 

It  is  worthy  of  note,  to  sailormen  at  least,  that  the  America 
carried  thirteen  men,  her  first  day  in  English  waters  was  Frida\-, 
the  cup  was  voted  as  a  trophy  at  a  meeting  of  the  Royal  Yacht 
Squadron  held  on  Friday  (May  9th,  1851),  and  also  was  won 
by  the  America  on  Friday  (August  22d,  1851),  while  on  it  are 
engraved  the  names  of  thirteen  vessels  defeated  by  the  America 
that  day.     English  salts  may  advance  the  argument  with  perfect 

[28] 


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o/THE  AMERICA'S  CVP 


[■85.] 


security  that  Friday  and  thirteen  were  to  them  an  unlucky  day  and 
number  in  the  first  chapter  of  the  history  of  the  cup. 

As  often  as  the  story  of  the  cup  is  told,  is  related  the  good  old 
tale  of  the  famous  dialogue  of  the  queen  with  her  signal-master, 
who,  peering  from  the  deck  of  the  Victoria  and  Albert  down  The 
Solent,  was  asked  by  Her  Majesty  : 

"  Say,  signal-master,  are  the  yachts  in  sight?  " 

"  Yes,  may  it  please  Your  Majesty." 

"Which  is  first?" 

"  The  America." 

"Which  is  second?" 

"Ah,  Your  Majesty,  there  is  no  second." 

History  does  not  preserve  the  name  of  this  perspicacious 
sea-dog. 

When  the  news  of  the  America's  victory  reached  this  country, 
about  two  weeks  after  the  event,  there  was  general  satisfaction, 
quietly  expressed.  In  Boston  the  news  was  received  during  a 
celebration,  at  the  State  House,  of  the  opening  of  railway  com- 
munication between  the  United  States  and  the  Canadian  provinces. 
Daniel  Webster  was  addressing  a  large  audience  in  the  hall  of  the 
house  of  representatives.  He  broke  oft"  in  his  speech  to  announce 
the  victory.  "  Like  Jupiter  among  the  gods,"  he  said,  "  America 
is  first,  and  there  is  no  second." 


[29] 


[■«5.]  THE  LAWSON  HISTORY 


THE  AMERICA  IS  VISITED  BY  gUEEN 
VICTORIA,  AND  ENTERS  ON  A  VARIED 
CAREER:    1851.     CHAPTER  III. 

IHILE  the  America's  visit  to  England  was  destined 
to  have  a  far-reaching  and  important  effect  on 
British  naval  architecture,  other  influences  grow- 
ing out  of  it  were  of  the  greatest  importance  to 
the  nation  \\'hose  product  she  was.  These  were 
social,  and,  from  the  position  of  the  persons  con- 
cerned, in  a  measure  political.  The  three  men 
who  went  to  England  to  race  the  America  were 
representative  Americans  well  suited  to  make  a 
fa\'orable  impression  in  behalf  of  their  people.  The  Stevens 
brothers  were  men  of  broad  affairs,  typical  American  gentlemen  of 
their  time,  while  James  A.  Hamilton,  son  of  Alexander  Hamilton, 
was  not  only  a  gentleman  and  man  of  the  world,  but  was  active 
in  political  life,  and  was  the  friend  and  adviser  of  many  of  the 
statesmen  who  m  the  first  half-century  of  the  republic  shaped  the 
destiny  of  the  nation.  Prior  to  their  appearance  in  England  with 
the  America  there  had  been  very  little  social  intercourse  between 
the  two  countries,  whose  relations  were  by  no  means  as  close  as 
they  are  now.  The  managers  of  the  America  were  pioneers  in 
international  sporting  events,  which  naturally  have  an  important 
social  side.  Their  experiences  in  England  did  more  good  than 
could  be  appreciated  at  the  time. 

England  then  openly  patronized  Americans,  and  had  a  pecu- 
liar national  idea  of  Yankee  "cuteness."  The  experience  of 
American  travellers,  and  of  American  exhibitors  at  the  expo- 
sition, had  not  been  entirely  pleasant,  while  there  was  a  very 
low  opinion  held  in  England  of  American  social  life.  The  men 
who  took  the  America  abroad  w  ere  of  a  stamp  to  command  the 
respect  of  all  classes  of  Englishmen,  and  they  were  properly 
greeted  with  cordiality,  and  took  their  places  naturally  among 
the  persons  of  title  and  influence  whom  they  met  at  Cowes  ; 
while  tlie  Queen  signally  honored  them,  and  without  question 
was  strongly  impressed  by  them  as  men,  as  well  as  by  the 
vessel  that  conveyed  such  an  important  lesson  to  her  people. 
The  circumstances  of  the  visit  of  the  America  doubtless  con- 
tributed in  no  small  degree  to  the  friendly  feeling  Mctoria 
showed  toward  the  American  people  from  that  time,  a  feeling 
that  was  in  certain  critical  periods  of  more  benefit  to  this  nation 
than  the  world  knew. 

[30] 


of  THE  AMERICA'S  CVP  [-^s.] 

On  their  return  to  this  country  both  Commodore  Stevens  and 
Col.  Hamilton  bore  ample  testimony  to  the  friendly  feeling  with 
which  they  were  entertained  in  England. 

Col.  Hamilton  says  in  his  memoirs  : 

"We  were  elected  honorary  members  of  the  club  [Royal 
Yacht  Squadron] ,  invited  to  the  houses  of  several  of  its  members, 
and  treated  in  the  handsomest  manner  by  the  gentlemen  of  the 
club.     A  dinner  was  given  to  us  by  the  club,  etc." 

The  words  of  Commodore  Stevens  convey,  better  than  any 
others,  an  impression  of  the  feelings  with  which  the  men  on  the 
America  passed  through  their  memorable  experiences  in  England. 
The  following  is  from  his  speech  of  October  2d,  1851: 

"From  the  queen  herself  we  received  a  mark  of  attention 
rarely  accorded  even  to  the  highest  among  her  own  subjects  ;  and 
I  was  given  to  understand  that  it  was  not  only  a  courtesy  extended 
to  myself  and  friends,  but  also  a  proof  of  the  estimation  in 
which  she  held  our  country,  thereby  giving  a  significance  to  the 
compliment  infinitely  more  acceptable  and  valuable.  Long  may 
the  bonds  of  kindred  affection  and  interest  that  bind  us  together 
at  present,  remain  unbroken. 

"As  a  further  proof  of  the  feeling  of  the  government  and 
people  towards  us  I  will  mention  the  following  act  of  kindness  : 
We  had  the  misfortune,  the  dav  before  the  race  with  the  Titania, 
to  knock  oft'  a  part  of  our  outer  shoe.  This  rendered  it  necessary 
that  we  should  haul  her  out ;  and  we  repaired  to  the  government 
dock  at  Portsmouth  for  this  purpose.  On  the  instant  the  applica- 
tion was  made  an  order  was  issued  by  the  admiral  to  repair  her  in 
the  shortest  time  possible.  If  you  could  have  witnessed  the  \igor 
and  good-will  exhibited,  from  the  admiral  down  to  the  humblest 
mechanic  of  the  yard,  to  complete  her  for  the  next  day's  race, 
you  would,  I  am  sure,  have  felt  the  obligation  (rendered  so  doubly 
binding  by  the  manner  in  w  hich  it  was  tendered)  as  deeply  and 
sincerely  as  ourselves  that  no  cause  of  quarrel  should  arise  to 
separate  two  nations  that  want  but  to  be  better  acquainted  with 
each  other's  good  qualities  to  become  and  remain  fast  friends. 
She  was  docked  at  twelve,  and  finished  at  eight  o'clock  that  even- 
ing. For  this  important  service  no  remuneration,  in  any  shape  or 
way,  would  be  listened  to.  The  admiral,  in  expressing  the  pleas- 
ure it  gave  him  to  do  us  a  service,  endeavored  to  prevail  upon  us 
to  believe  the  obligation  to  be  altogether  on  his  side.  I  trust,  with 
confidence,  that  if  occasion  should  occur,  this  delicacy  and  feeling 
will  be  as  promptly  and  as  delicately  reciprocated." 

Col.  Hamilton  states  that  though  the  day  on  which  the  America 
was  docked  was  wet,  "hundreds  went  to  Portsmouth  to  see  her 
on  the  ways."  Referring  to  the  courtesies  shown  the  vessel's 
owners,  he  says  : 

[31] 


[■«5.]  THE  LAWSON  HISTORY 

"  Orders  were  given  to  the  officers  of  the  customs  to  allow  our 
vessel  to  enter,  and  all  we  had  on  board  to  be  landed  without  any 
of  the  usual  observances.  This  civility  was  most  grateful  because 
it  was  entirely  gratuitous,  and  freed  us  from  much  trouble.  I 
have  great  pleasure  in  referring  to  the  courtesy  with  which  we 
were  treated  by  all  persons  with  whom  we  met,  and  the  spirit 
with  which  they  accepted  their  defeat.  Nothing  could  be  more 
manly  or  in  a  better  spirit.  Their  expressions  of  congratulations 
to  us  were  in  the  most  remarkable  spirit  ;  so  much  was  this  so, 
that  I  remarked  to  a  lady,  '  Your  friends  do  not  seem  to  feel  any 
mortification  or  even  dissatisfaction  at  their  defeat.'  '  Oh  !  '  said 
she,  '  if  you  could  hear  what  I  do,  you  would  know  that  they  feel 
it  most  deeply.'  " 

Lord  Wilton,  the  day  after  Titania's  race,  wrote  Col.  Hamilton  : 

Dear  Mr.  Hamilton,  —  I  must  congratulate  you  upon  the 
success  of  the  America  yesterday,  which  \\as  complete.  I 
enclose  you  the  stakes,  that  were  deposited  with  me  before  the 
race.  My  address  in  London  is  7  Grosvenor  Square.  I 
must  now  bid  you  farewell,  as  I  leave  this  station  for  London 
to-day  ;  but  I  hope  the  period  will  not  be  far  distant  when  I 
shall  have  the  pleasure  of  seeing  you  again.  I  beg  that  you 
will  kindly  convey  my  adieus  to  the  Commodore  and  his 
brother.     And  I  ain  always. 

Yours  very  truly, 

Wilton. 

The  "mark  of  attention"  from  the  Queen,  referred  to  by 
Commodore  Stevens,  was  the  visit  to  the  America  by  Her  Majesty, 
accompanied  by  the  Prince  Consort  and  their  suite,  at  Osborne, 
the  day  after  the  race.  The  Queen  spent  half  an  hour  on  board. 
Description  of  what  honest  "  Old  Dick  "  Brown  did  with  himself 
during  this  visit  would  have  made  an  interesting  narrative.  It 
may  be  hazarded  that  the  valiant  old  Sandy  Hook  skipper  stowed 
his  quid  and  bore  himself  with  simple  dignity. 

Col.  Hamilton  gives  an  account  of  the  visit  as  follows  : 
"After  the  regatta.  Col.  Phipps  informed  Commodore  Stevens 
by  a  note,  that  if  the  America  would  fall  down  to  opposite  Osborne 
House,  Her  Majesty  \\ould  \isit  the  America,  to  which  in  the 
absence  of  the  Commodore,  I  replied  that  the  yacht  would  be  at 
anchor  opposite  Osborne  House  at  four  o'clock  p.  m.  After  getting 
all  things  in  order  this  was  done.      Lord  Alfred  Paget,*  who  was 

*   Lord  Alfred  Henry  Paget  was  born  to  yacht-  tired  in  I  88 1,  with  the  rank   of  general.      He  was 

ing,    his   father,    the   Marquis  of  Anglesey,   having  clerk  marshal  to  the  Queen  from  1846  to  his  death, 

christened   him   by   dipping  him  head   foremost  into  and  was  manager  of  the  earlier  yachts  of  the  present 

the  ocean  from  the  deck  of  his  yacht  Pearl.      Lord  King.      His  death  occurred  on  board  his  yacht  Violet, 

Alfred  entered  the  Horse  Guards  in  1832,  and  re-  near  Inverness,  August  24th,  1888. 

[32] 


m^|^■■. 


I 


L.^.,.i.i^\ 


-'    \ 


"Jf-'-l'^'-^-^^^gj^S- 


v,.^-... 


o/THE  AMERICA'S  CVP  [-^s.] 

one  of  the  Queen's  attendants,  then  off  duty,  went  down  with  us. 
Her  Majesty  and  the  Prince  Consort,  w  ith  four  t^entlemen  and  two 
ladies  (Lady  Desart  and  Miss  Bing)  came  oft'  with  her  barge, 
sailed  round  the  vessel,  and  came  to  at  the  port  gangway  ;  where 
slie  and  her  husband  were  received  by  the  Commodore  and  con- 
ducted to  the  quarter-deck,  — the  attendants,  ladies  and  gentlemen, 
remaining  forward  of  the  main  rigging,  the  two  ladies  on  one  side, 
and  the  gentlemen  on  the  other.  Lord  Alfred  presented  us  by 
name,  and  we  had  an  agreeable  chat.  Her  Majesty  congratulating 
us  on  our  success  at  the  regatta.  To  our  surprise,  and  that  of  all 
present,  the  reserve  and  those  forms  generally  observed  in  the 
presence  of  majesty,  were  entirely  done  away.  When  I  remarked 
upon  this  at  the  club,  the  explanation  given  was,  that  as  we  were 
her  hosts,  of  course,  we  were  put  upon  an  equality  with  Her 
Majesty.  After  awhile,  she  expressed  a  wish  to  go  below.  The 
Commodore  took  Her  Majesty's  hand  to  help  her  to  the  cockpit, 
and  then  took  her  through  the  vessel,  as  I  did  the  Prince.  Her 
Majesty  was  particularly  struck  with  the  arrangement  of  the 
ballast,  which  was  peculiar,  and  asked  to  see  the  accommodations 
for  the  crew.  The  whole  thing  went  oft'  well.  I  took  an  oppor- 
tunity to  go  to  speak  to  Lady  Desart,  whom  I  had  seen  before  on 
board  the  yacht  at  Cowes,  and  asked  her  and  Miss  Bing  to  come 
aft.     She  said  '  Oh  !  no,  that  would  not  do,  this  is  our  place.'  " 

A  contemporaneous  account  of  the  visit  states  that  on  Her 
Majesty's  nearing  the  America,  "the  n.-tional  colors  of  that 
vessel  were  dipped,  out  of  respect  to  Her  Majesty,  and  raised 
again  when  Her  Majesty  had  proceeded  on  board,"  and  that 
"on  Her  Majesty's  leaving,  the  American  colors  were  again 
dipped." 

As  Victoria  was  much  impressed  by  the  America  and  the 
vessel's  performance  in  the  Royal  Yacht  Squadron  regatta,  it  was 
generally  expected  the  American  craft  would  compete  for  the 
Queen's  cup,  to  be  sailed  for  Monday,  August  25th.  But  there 
not  being  a  six-knot  breeze  at  the  start,  the  America  did  not 
enter  —  be  it  regretted.  The  breeze  strengthened  as  the  day 
advanced,  and  the  America  went  out,  starting  an  hour  and  a 
half  after  the  fleet  and  coming  in  a  few  minutes  after  the  winning 
j'acht.  The  Lonchii  Illustrated  News  described  her  sailing  as 
follows  : 

"Just  before  the  vessels  got  in,  the  raking  America  was  seen 
making  her  way  around  the  Nab  Light,  and,  with  a  most  ex- 
traordinary movement,  made  one  reach  from  the  light  to  Stoke 
Bay,  and  by  another  tack,  rounded  the  Brilliant  in  gallant  style. 
To  accomplish  the  same  feat  that  the  America  had  performed, 
the  Alarm  took  ten  tacks,  and  the  Volante  at  least  twenty  for  the 
same  distance.  Had  the  America,  therefore  proceeded  into  the 
3  [33] 


[■''5.]  THE  LAWSON  HISTORY 

match  at  the  appointed  hour,  there  can  be  no  doubt  that  the  same 
fortunate  result  would  have  greeted  her  as  at  Cowes  last  week." 

It  will  be  seen  that  beyond  question  the  America  did  not 
compete  for  the  Queen's  cup  of  1851.  Had  she  done  so  she 
would  have  won  it,  in  all  probability,  by  an  hour's  margin. 
Whether  such  an  event  could  have  added  anything  to  the  record 
of  the  last  half-century  of  yachting  is  a  matter  of  conjecture. 

From  the  morning  of  her  first  appearance  in  English  waters 
the  America  was  a  source  of  wonderment  to  all  classes  at  Cowes 
and  the  other  ports  where  she  appeared. 

"There  was  at  one  time  a  very  general  impression  among 
the  lower  orders  of  the  people  about  the  docks  at  Cowes,"  says 
Col.  Hamilton,  "that  the  America  had  a  propeller  which  was 
artfully  concealed  ;  and  our  crew  amused  themselves  by  saying 
to  the  boatmen  who  came  alongside  with  visitors  (there  were 
thousands,  as  people  of  all  classes  were  permitted  to  examine  the 
vessel)  :  '  In  the  stern-sheets,  under  the  gangway,  there  is  a 
grating  which  the  Commodore  does  not  allow  any  person  to  open.' 
And,  indeed,  this  opinion  was  entertained  by  persons  not  of  the 
lower  class  alone.  A  sporting  clergyman  said  to  a  gentleman, 
who  repeated  it  to  me  :  I  would  not  wager  a  guinea  against  the 
Yankee  craft  ;   but  I  will  give  a  hundred  to  see  her  bottom.' 

"The  old  Marquis  of  Anglesey  went  out  with  his  yacht,  the 
Pearl'"  (one  of  the  best  sailers  of  the  squadron),  taking  with  him 
Mr.  Steers,  one  of  America's  crew,  the  brother  of  Mr.  George 
Steers,  the  builder,  to  sail  about  the  harbor.  The  America  went 
after  her  under  a  mainsail  and  jib  onl}-,  and  passed  her  without 
difficulty.  The  master  of  the  Pearl  said,  '  Your  lordship  knows 
that  no  vessel  with  sails  alone  could  do  that.'  When  the  America 
went  slowly,  he  said,  '  Now  it  is  stopped  ; '  and  when  she  went 
on,  'Now  it  is  going.'  These  remarks  of  the  master  were  not 
unheeded  by  the  Marquis,  and  Steers  said  nothing  to  contradict 
them  —  he  enjoyed  the  jokes.  When  the  vessels  came  to  anchor, 
the  Marquis's  boat  was  manned;  he  came  aboard  the  America; 
and  after  a  salutation  he  went  to  the  stem,  leaned  over  so  far  that 
the  Commodore  took  hold  of  his  leg  to  prevent  him  from  going 
over  —  he  was  looking  most  eagerly  for  the  propeller." 

Col.  Hamilton  states  that  the  illusion  about  the  America's 
propeller,  "  which,"  he  says,  "  was  indulged  because  it  was  sooth- 
ing to  wounded  feelings,"  was  not  dispelled  until  the  vessel  was 
docked  at  Portsmouth.  And  this  was  forty  years  before  schooners 
carried  auxiliary  motors  that  can  be  stowed  out  of  sight ! 

*   Pearl  was  built  in  I  820  for  the  Marquis  of  An-  sioner  of  the  marquis.      She  was  the  first  yacht  to 

glesey  —  known  as  "  the  father  of  British  yachting  "  have  the  distinctive  cutter  rig,  and  was  a  noted  racer 

—  by  Philip  Sainty,  a  famous  builder  of  smugglers*  and  cruiser  in  her  day.      The  picture  of  Pearl  given 

luggers  at  Wivenhoe,  who  in  his  old  age  was  a  pen-  in  this  book  is  from  an  authentic  painting. 

[34] 


of  THE  AMERICA'S  CVP  c^s.] 

With  the  America  the  English  received  a  revelation.  When 
the  Marquis  of  Anglesey,  who  was  80  years  of  age  and  whose 
memory  extended  back  to  Nelson's  days,  saw  her  first  he  ex- 
claimed,  "If  she  is  right  we  must  all  be  wrong." 

The  America  represented  in  model  many  things  the  English 
yacht-builders  had  failed  to  embrace  in  their  type  of  schooner. 
There  was  a  tradition  in  England,  surviving  the  days  of  the 
Merry  Monarch  and  his  high-pooped  and  broad-bowed  royal 
yacht,  that  a  vessel  to  I)e  good  must  have  the  most  of  her  beam 
"in  the  eyes  of  her,"  as  a  Yankee  sailor  would  say.  The  type 
was  distinguished  by  the  "apple  bow,"  a  term  sufficiently 
descriptive  to  need  little  explanation. 

The  xA.merica's  greatest  width  was  near  amidships  and  her 
beam  was  carried  well  aft ;  her  bows  were  long  and  slightly  con- 
cave, her  lines  graceful,  unlike  the  English  models,  and  instead 
of  pushing  the  water  ahead  of    her   she   glided  through  it. 

While  the  English  schooners  were  bluff-bowed,  and  tapering 
in  their  after-body,  their  cutters  of  the  period  were  extremely 
narrow,  being  veritable  planks  on  edge.  They  went  well  off  the 
wind,  but  on  the  wind  the  America  pointed  so  much  higher  she 
could  sail  about  them  in  circles  and  still  beat  them,  it  being 
shown  that  she  made  but  about  three  tacks  to  cover  the  dis- 
tance  an  English   cutter  could  not   make  in  a   dozen. 

Contemporary  English  comment  on  the  America  was  char- 
acteristically frank.  "  Our  first  idea,"  said  a  writer  of  the 
period,  "was  that  the  secret  of  her  success  lay  in  the  formation 
of  her  hull, — that  long  sharp  entrance  with  flanched-out  upper 
works  giving  the  appearance  of  a  great  hollow  in  the  fore-body 
lines,  had  ne\  er  been  seen  in  any  English  schooner.  The  posi- 
tion of  the  midship  section  was  not  unknowai  to  us  ;  the  formation 
of  her  stem  ^vas  new,  and  her  upright  stempost  was  at  variance 
with  our  practice.  Our  builders  admitted,  if  not  publicly  at 
least  tacitly,  that  her  hull  was  perfection.  .  .  .  Half  the  success 
of  the  America  resulted  from  the  exquisite  proportion,  cut,  and 
material  of  her  sails.  I  doubt  much  whether  their  equals  have 
ever  been  seen    since." 

The  America's  sails  being  made  of  machine-made  cotton 
duck,  a  fabric  not  then  used  in  England,  and  cut  to  set  flat,  they 
presented  vast  superiority  over  the  loose-\\oven  flax  canvas  English 
sails,  with  their  great  flow.  An  old  English  sailor  was  quoted  as 
saying  on  seeing  the  America's  sails,  "  A  craft  should  sail  w  ith  stuff 
like  that  over  her;   it  is  more  like  veneer  board  than  canvas." 

Captain  A.  J.  Kenealy  of  New  York,  one  of  the  best-informed 
writers  on  yachting  on  either  side  of  the  ^^  ater,  an  old  sea-dog, 
and  English  by  birth,  thus  summarizes  the  reasons  for  America's 
success : 

[35] 


[>«5.]  THE  LAWSON  HISTORY 

"The  model  of  America  was  designed  widi  a  special  regard 
to  stability.  She  was  a  sea-going  craft,  as  well  as  a  fast  yacht, 
and  with  her  long  and  somewhat  hollow  bow  she  had  a  cleanness  of 
after-body  which  is,  even  at  this  day,  worth  copying.  .  .  .  George 
Steers  in  his  design  of  America  took  care  to  produce  a  model  in 
which  the  centre  of  buoyancy  was  not  at  a  ridiculous  angle  with 
the  centre  of  the  load  water-line.  He  had  hosts  of  imitators  in 
England,  and  the  result  was  that  those  who  thought  they  had 
copied  him  were  completely  at  sea  when  they  tried  to  balance 
their  ships, — that  is,  to  give  them  such  a  lateral  plane  as  would 
iiring  the  centre  into  the  proper  relation  with  the  fixed  point 
already  determined.  This  could  not  be  done,  and  the  rig  put 
on  them  had  to  be  shifted  back  and  forth  until  the  required  equi- 
librium was  attained.  There  was,  therefore,  in  several  of  the 
imitations  of  America,  one  force  acting  against  the  other,  the  evil 
effect  of  which  became  especially  manifest  when  they  were  sub- 
jected to  heavy  pressure,  while  in  the  America  the  harder  it  blew 
the  faster  she  sailed.  The  chief  defects  in  the  English  boats 
referred  to,  such  as  Gloriana,  built  by  Ratsey  in  1852,  and 
Aquiline,  built  by  Harvey  in  the  same  year,  were  that  they  were 
all  bow,  leaving  nothing  for  after-body,  and,  moreover,  especially 
short-bodied  under  ^\•ater.  Their  sea-going  qualities  were  not, 
therefore,  of  the  kind  that  a  naval  architect  could  be  proud  of." 

With  regard  to  the  America's  sails  Mr.  George  L.  Watson, 
the  well-known  Scotch  designer,  has  this  to  say  : 

"Previous  to  America's  advent  our  British-made  sails  were 
most  baggy  productions,  kept  decently  flat  only  by  drenching  the 
lufl's  with  water,  a  process  called  '  skeating.'  This  defect  could  not 
altogether  be  laid  at  the  door  of  our  sailmakers,  as  they  did  fairly 
well  considering  the  material  they  had  to  work  with  ;  but  flax 
canvas  at  that  date  was  still  made  by  hand  and  was  little  firmer  in 
texture,  if  indeed  as  firm,  as  the  unbleached  merchant  canvas  of 
the  present  day.  America's  sails  were  of  machine-spun  cotton, 
and,  further,  were  laced  to  the  booms." 

Captain  Kenealy  further  says:  "The  sailing  of  the  America 
formed  an  important  epoch  in  the  yachting  history  of  the  world. 
It  demonstrated  that  British  yachtsmen  had  much  to  learn  in 
yacht  naval  architecture,  and  also  in  the  smart  handling  of  pleas- 
ure craft  after  being  put  in  commission.  There  is  no  doubt  that 
this  splendid  American  schooner  did  more  to  de\elop  the  art  of 
yacht  naval  architecture  than  any  other  craft.  She  put  the  Brit- 
ishers on  their  mettle,  impelled  them  onw  ard  in  the  right  direction, 
and  taught  them  new  '  wrinkles  '  of  construction,  shape,  and  rig." 

Writing  in  Harper' s  Magazine  of  August,  1883,  J.  D.  Jerrold 
Kelley  had  this  to  say  of  the  effect  of  the  America  on  British 
yacht  designing  : 

[  36  ] 


TTbTO 


THE 


^^l^£RsiTy 


;!  r  QT?  ?.~>TCfiBn«i5K?  ■  vrt^-.i^^iV'^-Ty^jp^jv^,  *■! 


M»-:K(*qr!v:j8w<^:r-.^^--s;-tt*^»^f«i>^ 


o/THE  AMERICA'S  CVP  [-^so 

"In  those  days  the  sport  was  a  restricted  enjoyment,  and 
English  yachtsmen  sat  at  the  feet  of  marine  Gamaliels  who  had 
fought  with  Nelson  at  the  Nile  ;  choleric  old  gentlemen  these  were 
generally,  and  of  that  Benbow  school  \\hich  believed  seamanship 
was  nothing  if  not  naval  ;  that  he  who  handled  a  frigate  was  master 
of  a  yawl,  and  that  all  science  of  ship  construction  was  rounded 
by  the  aphorism  that  there  was  nothing  to  equal  '  cod's  head  and 
mackerel's  tail,'  and  a  bellying  sail  to  drive  them.  Hence  the 
fine,  long,  hollow  entrance,  the  easy  sections,  and  the  beamy  after- 
body of  the  America  were  squalls  they  could  not  luff  through, 
though  in  truth  the  model  was  only  cod's  head  and  mackerel's  tail 
turned  endw  ise.  But  they  were  too  much  for  the  elders,  and  a 
legend  tells  us  that  one  murky,  southwesterly  Saturday  night  after 
unlimited  grogs,  and  just  as  eight  bells  were  striking,  mine 
ancients,  laden  with  models,  stood  spectrally  out  of  their  club- 
houses and  tacking  down  the  landing  stairs  beat  up  solemnly  for 
the  pilotless  narrows  which  lead  to  Fiddler's  Green,  where  all 
good  sailors  go. 

"  Fortunately  for  the  adoption  of  the  theories  illustrated  by  the 
America,  a  boat  is  so  largely  a  question  of  environment  that  the 
exigencies  of  English  yachting  did  not  arrest  the  reaction.  Had 
our  schooner  been  of  the  shallow,  centre-board  type,  nothing  might 
have  resulted,  but  being  deep,  fast,  safe,  and  roomy,  the  conserva- 
tive mind  accepted  her,  and  for  some  years  English  shipbuilders 
contented  themselves  with  reproducing  her  lines. 

"  Not  that  her  type  was  new,  either  here  or  abroad,  for  in  our 
own  country  Steers  had  built  a  number  of  successful  boats  based 
upon  the  principles  which  afterwards  made  the  America  famous  ; 
and  in  Europe,  among  the  Swedes  especially,  the  true  path  had 
been  discerned,  and  the  wave-line  theories  which  she  illustrated 
had  been  adopted  long  before  her  day.  As  early  as  1848  the 
[cutter]  Mosquito,  an  iron  boat,  40  tons  measurement,  and  of 
beautiful  proportions,  was  designed  in  England  ;  and  novel  and 
successful  as  she  was  at  that  time  she  would  be  to-day  a  notable 
example  of  the  long,  hollow  bow  and  C3cloidal  design  to  which  so 
many  of  the  yachts  of  this  decade  are  primarily  indebted  for  their 
success. 

"It  was  about  this  period  also  that  English  shipbuilding  had 
its  revival.  The  repeal  of  the  obnoxious  navigation  laws,  \\hich 
enabled  ships  to  be  bought  in  any  market ;  the  adoption  of  our 
models,  and  the  emplo3ment  of  our  clippers  ;  the  improvements 
made  in  their  design  by  tentative  processes  and  the  growth  of 
commerce  ;  the  larger  knowledge  of  the  sea,  and  the  increase  of 
wealth  and  of  leisure  —  all  these  combined  to  develop  a  ship  con- 
struction which  demanded  something  more,  both  for  racing  and 
for  pleasure  craft,  than  a  blind  dependence  upon  precedent,  or  an 

[37] 


[■«5.]  THE  LAWSON  HISTORY 

unshaken  faith  in  rule-of-thumb  modeUing.  Free  ships  meant 
many  sliips,  and  with  a  necessity  for  the  best  vessels  the  attain- 
ments of  the  designers  went  hand  in  hand.  Old  theories  of  naval 
architecture  were  found  to  be  delusions,  old  practices  were  shown 
to  be  snares,  until  finally  there  came  a  day  when  it  was  not  treason- 
able to  believe  that  the  success  of  the  America  was  so  much  a 
matter  of  hull  plan,  sail  fit,  mast  rake,  and  seamanship,  that 
improvements  in  body  form  were  still  possible.  She  \\as  not  alto- 
gether suited  to  British  theories  nor  to  the  rigorous  necessities  of 
British  waters,  and  many  new  and  intelligent  departures  were 
made." 

The  career  of  the  America  is  no  less  interesting  than  the 
lessons  she  taught,  for  at  the  end  of  fifty  years  of  active  service 
she  is  still  afloat,  or,  to  be  exact,  a  yacht  America  is  still  afloat, 
bearing  a  marked  resemblance  to  the  winner  of  the  Royal  Yacht 
Squadron  troph}'  of  1851,  which  has  so  long  borne  her  name,  and 
having  the  same  lines  under  water,  but  in  fact  the  same  vessel  in 
character  and  name  only.  Like  many  another  famous  craft  she 
has  been  rebuilt  so  completely  by  "repairs"  from  time  to  time 
that  probably  not  a  single  complete  stick  of  her  original  timber 
remains.  To  all  who  see  her  she  is  still  the  same  America  how- 
ever, as  much  as  the  Constitution  with  hardly  an  original  stick  in 
her  is  still  Old  Ironsides  of  glorious  memories. 

After  her  race  against  Titania,  August  28th,  1851,  the  America 
was  sold  *  by  Commodore  Stevens,  acting  for  all  the  owners,  for 
£5,000,  to  Lord  John  de  Blaquiere,  an  officer  in  the  Indian  army, 
who  cut  down  her  spars  five  feet,  stiffened  her  with  iron  braces, 
which  impaired  her  speed,  and  raced  her  the  remainder  of  the 
season  of  1851  and  the  next  summer  with  an  English  crew,  losing 
to  the  cutters  Mosquito  and  Arrow,  July  22d,  1852,  in  a  Queen's 
cup  race,  by  less  than  two  minutes,  and  winning,  October  12th, 
1852,  from  the  Sw^edish  schooner  Sverige,  the  latter  quite  as  much 
a  clipper  as  the  America,  and  considerably  larger. 

The  Swedes  at  that  time  w  ere  building  the  finest  schooners  in 
Europe.  They  adopted  the  lines  of  the  America,  which  were 
more  like  their  own  than  were  the  English,  and  in  the  spring  of 
1852  launched  at  Stockholm  their  copy  of  the  famous  American 
schooner,  which,  like  the  America,  was  named  for  the  country  in 
which  she  was  built.  She  had  the  clipper  bow  carried  to  extreme, 
with  a  bowsprit  but  eight  feet  outboard.  She  was  280  tons  Brit- 
ish registry,  against  the  America's  208.      Her  dimensions  were  : 


*  The  first  cost   of  the   America,    as   has  been  her  winnings  from  the  Titania,  S500,  added  to  her 

shown,    was  $20,000.      The  expenses  incurred   in  purchase  price,  §25,000,  made  $25,500  which  she 

talcing  her  across  and  racing  her  were  about  $3,750,  brought  in,   the   vessel's    owners    actually    made    a 

according  to  Colonel   Hamilton,   so  that    she  repre-  profit    of   about    $1750    in    their    venture,    though 

sentcd  an  outlay  of  about  $23,750  when  sold.      As  doubtless  they  hardly  expected  to  do  so. 

[38] 


^THE  AMERICA'S  CVP  C'^so 

Length  over  all  111  feet,  beam  25  feet,  deck  to  keelson  11  feet, 
draft,  aft,  12  feet,  forward  7  feet  6  inches,  mainmast  92  feet  6 
inches,  foremast  87  feet  6  inches,  maintopmast  18  feet,  foretop- 
mast  18  feet,  main-boom  58  feet  6  inches,  main-gaff  30  feet, 
fore-gaff  30  feet. 

The  match  with  Sverige  was  the  first  challenge  match  the 
America's  FLnglish  owner  could  secure  for  his  vessel.  It  was  for 
£100,  the  course  to  be  from  Ryde  Pier  to  a  point  twenty  miles 
to  leeward  of  the  Nab  light,  and  return,  the  wind  to  be  seven 
knots  or  better  at  the  start.  Studdingsails  were  not  allowed,  and 
the  start  was  to  be  from  anchor,  by  slipping  cables.  Lord  de 
Blaquiere,  owner  of  the  America,  and  Nicholas  Beckman,  Esq., 
of  Stockholm,  owner  of  Sverige,  sailed  on  their  respective  vessels. 
Mr.  Beckman  had  a  mixed  crew  of  Swedes  and  Pjiglish,  and 
steered  his  vessel  himself.  He  was  accompanied  by  Commodore 
Gordon  of  the  Royal  London  Yacht  Club.  The  \\  ind  at  the  start 
was  E.  N.  E.,  a  smart  breeze.  Each  vessel  carried  mainsail, 
fore-and-aft  foresail,  sta3'sail,  maintopmast-stavsail  and  gaff-top- 
sail. Sverige  led  the  America  around  the  mark  vessel  by  8  m. 
26  s.  In  rounding  the  mark  she  carried  away  the  jaws  of  her 
main-gaff,  which  had  to  be  lashed  up  and  favored  in  the  beat 
home.  At  the  Nab,  the  weather  being  thick,  the  Swedish  vessel 
overstood  the  light  twenty  minutes.  She  finished  26  m.  behind 
the  America.  The  America  proved  quicker  in  stays,  and  handier 
in  turning  to  windward  than  the  Swede,  while  the  latter  was  not 
well  handled,  owing  partly  to  confusion  among  her  mixed  crew  in 
understanding  orders.  In  this  race  the  cutter  Wildfire,  forty- 
seven  tons,  of  the  Royal  Victoria  Yacht  Club,  beat  the  America 
15  m.,  38  s.,  and  the  Sverige  7  m.  to  the  outer  mark,  but  did 
not  finish  with  the  racers. 

Lord  de  Blaquiere  followed  the  example  of  Commodore  Stevens 
in  throwing  down  the  gauntlet  for  the  America  to  all  England,  but 
found  no  one  willing  to  sail  him  among  his  countrpnen.  A 
challenge  posted  by  him  the  day  before  the  race  with  the  Sverige, 
offering  to  sail  an}'  vessel  in  England  —  not  of  American  build  — 
for  from  £500  to  £1000,  found  no  takers. 

In  February,  1852,  while  her  owmer  was  cruising  in  her  in  the 
Mediterranean,  the  America  passed  through  a  four-days'  gale  on 
a  passage  from  Malta  to  Gibraltar,  laying  to  many  hours  off 
Valetta,  and  settling  forever  all  doubts  as  to  the  ability  of  her 
model  to  stand  hard  usage  at  sea. 

Lord  Templeton  bought  the  America  from  Lord  de  Blaquiere, 
and  after  using  her  one  summer  laid  her  up,  in  1854,  at  Cowes, 
where  she  remained  until  1859.  In  that  year  she  was  hauled  out 
at  Pitcher's  yard  in  Northfleet,  near  Gravesend,  and  was  found  to 
be  dropping  apart  from  dry  rot,  caused,  no  doubt,  by  lack  of  proper 

[39] 


[■«5.]  THE  LAWSON  HISTORY 

ventilation  while  laid  np.  It  might  be  said  diat  the  original 
America  ended  her  career  here,  if  ships  did  not  have  a  way  of 
taking  on  new  life  and  of  retaining  their  personality,  so  to  speak, 
no  matter  how  often  they  are  rel:)uilt.  The  owner  of  the  North- 
fleet  yard  bought  the  America  at  the  price  of  old  junk  and  rebuilt 
her  at  his  leisure,  being  a  keen  man  and  desirous  of  preserving 
the  famous  model.  Americans  should  count  themselves  indebted 
to  him.  Her  frames  were  replaced  with  new  oak  ones,  and  her 
planking  with  teak  and  elm.  She  was  made  stanch  and  shipshape 
throughout,  as  good  as  new  in  fact,  and  started  forth  again  when 
finished  ready  for  many  years  of  service,  for  she  was  not  again  re- 
built until  1880,  in  Boston.  She  left  the  yard  at  Northfleet  minus 
the  golden  eagle  and  scroll  that  had  adorned  her  stern,  and  for 
years  that  patriotic  emblem  graced  the  parapet  of  the  F^gle  Hotel 
at  Kyde,  a  sign  of  a  ])ublican. 

In  1860  the  America  was  sold  to  H.  E.  Decie,  FLsq.,  who  named 
her  Camilla,  cruised  with  her  in  the  West  Indies,  and  raced  her 
in  the  summer  of  that  year  in  England,  with  indifferent  success. 

She  is  next  heard  of  on  this  side  of  the  water,  having  been 
bought  from  her  English  owner  b\'  some  person  in  Savannah, 
where  she  arri\ed  in  April,  1861,  via  Porte  Grande,  Cape  de 
Verde  Islands.  Her  purchaser's  name  has  not  been  preserved 
in  the  custom-house  records. 

At  Savannah  a  gun  was  mounted  on  her,  and  she  was  fitted 
out  as  a  blockade  runner  and  despatch  boat  for  the  Confederac}^, 
being  called  the  Memphis.  No  connected  history  of  her  adven- 
tures in  this  picturesque  period  of  her  career  has  been  preserved. 
The  Northern  blockading  fleets  caught  occasional  glimpses  of  her, 
and  on  one  occasion  she  was  chased  by  the  frigate  Wabash  while 
running  the  blockade  of  Savannah,  but  escaped  scot-free.  Her 
speed  was  great  enough  in  a  strong  breeze  to  allow  her  to  run 
away  from  even  the  best  steam  vessels  of  the  blockading  fleets, 
Avhile  in  light  weather  she  ^^•as  generally  hidden  in  some  protected 
anchorage,  or  m  as  outside  the  sphere  of  the  blockaders. 

In  April,  1862,  when  the  U.  S.  gunboat  Ottawa  steamed  up 
the  St.  John's  River  on  her  way  to  take  Jacksonville,  her  crew 
noticed  the  spars  of  a  sunken  schooner  in  the  river,  and  on  inves- 
tigation found  the  vessel  to  be  the  famous  America.  Commander 
Thomas  H.  Stevens,  of  the  Ottawa  (afterward  rear  admiral),  a 
\eteran  of  two  nars,  subsecpiently  \\ ai\ ed  all  right  to  prize  money 
for  the  capture  of  the  vessel  through  patriotic  moti\es,  on  condition 
that  she  be  turned  o^•er  to  the  goA  ernment  for  the  use  of  the  mid- 
shipmen at  Annapolis. 

This  \\as  done,  and  for  several  years  the  America,  her  old 
name  restored,  served  nominallv  as  a  practice-ship  for  the  cadets 
of  the  naval  academy. 

[40] 


«n  B  R  A  rf~7^ 

Z'  Of  TH£  ^■ 

UNIVERSITY 


sAii'-ir'OKii 


^THE  AMERICA'S  CVP  [-^s.j 

Writing  in  1884  of  this  period  of  her  career,  J.  D.  Jerrold 
Kelle)',  then  a  lieutenant  in  the  U.  S.  navy,  thus  referred  to  the 
affection  felt  by  young  American  sailors  for  the  yacht : 

"What  memories  cluster  about  the  America,  both  for  her 
victories  and  for  the  revolution  she  caused  in  ship  construction; 
though  it  is  true  that  she  \\as  not  the  first  of  her  type  either  here 
or  abroad,  as  vessels  built  upon  the  principles  she  illustrated  had 
been  designed,  and  had  gained  a  great  reputation,  before  her  day; 
but  it  was  her  success  that  gave  to  yachting  the  greatest  impetus 
it  has  ever  known,  and  even  yet  she  is  the  most  famous  yacht  in 
the  world,  and  the  w  inner  of  victories  the  remembrance  of  which 
still  fires  the  American  heart. 

"I  know  in  my  early  service  days  we  gloried  in  her  as  in  no 
other  thing  which  floated,  save  the  Constitution,  Cumberland,  and 
Monitor;  and  looking  back  I  can  recall  many  a  night  when  the 
peace  and  quiet  of  Gardiner's  Bay  would  be  broken  by  the  chorus 
of  a  hundred  boyish  voices  singing  : 

'  Where  did  she  come  from  ?      New  York  town  ! 
Who  was  her  skipper  ?     Old  Dick  Brown  !  ' 

"And  ho\v  heartily  and  with  what  faith  we  roared  the  rude 
old  ballad,  for  there  she  was  in  all  her  beauty  right  alongside  of 
us,  a  tender  to  diat  litde  squadron  which  included  those  dear  old 
dead  and  gone  ships,  all  ancient  sloops  and  frigates,  the  Marion, 
Macedonian,  and  Savannah,  wherein  the  middle-aged  lieutenants 
of  to-day  were  taught  to  hand,  reef,  and  steer,  and  to  keep  an 
anchor  watch." 

After  being  fitted  out  and  raced  by  the  navy  department  in  the 
first  defence  of  the  cup,  —  mention  is  made  more  fully  of  this 
chapter  in  her  career  in  another  place,  —  the  America  did  not 
again  appear  in  public  view  until  put  up  at  auction  August  26th, 
1870.  Gen.  B.  F.  Butler  bid  her  in,  through  Col.  Jonas  H. 
French,  a  friend,  for  $5,000,  a  ridiculously  small  sum  in  view  of 
the  value  of  her  fittings.  There  was  no  clear  tide  to  her,  a  prize 
court  never  having  condemned  her.  Gen.  Butler  was  willing, 
however,  to  take  the  chance  of  her  former  owner  of  blockade-run- 
ning days  appearing  to  claim  her.  At  this  date  she  is  still  in  his 
family,  being  owned  by  Butler  Ames,  Esqr.,  of  Lowell,  Mass.,  a 
grandson  of  Gen.  Butler.  In  winter  she  is  laid  up  at  Chelsea 
bridge,  Boston  Harbor,  within  rifle-shot  distance  of  the  berth  of 
superannuated  Wabash,  used  as  a  receiving  ship  for  recruits  at 
the  Charlestown  navv  yard. 

Gen.  Butler  raced  the  America  with  varying  success,  and  made 
many  cruises  in  her.  Toward  the  end  of  his  life  he  was  forced 
to  confess,  much  against  his  will,  that  she  was  outclassed  by 
vessels  of  newer  design.  The  queen  of  the  seas  m  1851  was  no 
longer  queen  thirty  years  after. 

[41] 


[■«5.]  THE  LAWSON  HISTORY 

One  of  tlie  America's  first  matches  under  Gen.  Butler's  o\\  ner- 
ship  was  against  the  schooner  Resohite,  Rufus  Hatch  charterer, 
off  the  Isles  of  Shoals,  over  a  fortj-mile  course,  best  two  out  of 
three  races,  for  a  $500  cup.  The  America  won  two  straight. 
In  1876,  in  connection  with  the  Centennial  exposition  at  Philadel- 
phia, a  race  was  sailed  from  Sandy  Hook  to  Cape  May  and 
hack,  which  the  America  won  from  the  schooner  Alarm,  owned  by 
Commodore  G.  L.  Kingsland.  On  July  7th,  1876,  the  America 
went  on  Brigantine  Shoals  and  was  badly  damaged.  On  being 
overhauled  at  New  York,  where  she  was  towed  for  repairs,  it  was 
found  that  her  keel  was  entirely  gone  and  her  garboards  much 
splintered.  The  America  was  last  in  the  Brenton  Reef  challenge 
cup  race  off  Newport  later  in  the  same  season,  being  beaten  by  the 
Idler,  Wanderer,  and  Tidal  Wave. 

In  the  winter  of  1880  the  America  was  practically  rebuilt  by 
D.  D.  Kelly  of  East  Boston,  from  plans  by  Edward  Burgess.  She 
was  given  new  hackmatack  timbers,  new  planks  from  four  strakes 
below  the  water-line,  new  deck-timbers,  and  new  ceiling  of  pine. 
All  overhang  of  six  feet  six  inches  was  put  on  her  stern  and  her 
cabin  was  refitted. 

In  August,  1881,  Gen.  Butler,  always  ready  for  a  race,  pitted 
the  America  against  the  full-rigged  ship  North  American,  bound 
out  of  Boston.  The  yacht  accompanied  the  ship  500  miles  out  to 
sea  and  beat  her. 

In  the  winter  of  1881-82  the  America  made  a  cruise  to  the 
West  Indies,  —  her  first  cruise  in  those  waters  had  been  twenty- 
one  years  before,  it  will  be  recalled,  under  the  English  flag,  — 
and  her  log  shows  that  on  the  run  from  Nassau  to  Havana  she 
made  400  miles  in  forty  hours,  260  miles  being  logged  in  the  first 
twenty-four  hours  of  the  run. 

In  1885  the  x\merica,  which  did  not  show  as  much  speed  as 
Gen.  Butler  thought  she  should  in  racing  M'ith  more  modern  schoon- 
ers, was  put  in  the  hands  of  Edw ard  Burgess  for  the  purpose  of 
making  her  as  much  up-to-date  as  possible.  She  was  given  new- 
spars,  her  sail  plan  was  altered,  her  jib-boom  taken  off,  and  a 
single-stick  bowsprit  put  in  ;  a  lead  keel,  weighing  25  tons,  was 
bolted  to  her  oak  keel,  and  she  was  given  a  suit  of  racing  sails. 
The  dimensions  of  her  spars  were  then  as  follows  :  Mainmast  79 
feet ;  foremast  77  feet  6  inches  ;  bowsprit  35  feet  ;  main-boom 
56  feet ;  fore-boom  28  feet ;  main-gaff  28  feet  ;  fore-gaff  27  feet ; 
maintopmast  33  feet  ;   foretopmast  31  feet. 

In  the  spring  of  1885  Gen.  Buder  offered  the  use  of  the 
America  to  the  New  York  Yacht  Club  in  tuning  up  the  !)oats  to  be 
sent  against  the  Genesta.  The  offer  was  not  accepted.  Under 
her  new  sail  plan  the  America  raced  in  the  annual  regatta  of  the 
Eastern  Yacht  club  oft"  Marblehead,  June  30th,   1885,  in  a  class 

L  -^2  I 


/., 


<9/THE  AMERICA'S  CVP 


[.85.] 


with  the  keel  schooners  Gitana,  Fortuna,  and  Mohican,  and  cen- 
tre-board schooner  Phantom,  all  of  which  beat  her  in  a  fine  breeze, 
the  Fortuna,  \\inner,  b}'  about  40  minutes.  Gen.  Butler  not  being 
satisfied,  a  special  match  was  arranged  for  a  stake  of  $500  be- 
tween the  America,  Gitana,  Fortuna,  and  Mohican.  The  race 
w^as  sailed  off  Cape  .\nn  July  9th,  in  a  whole-sail  breeze  and  the 
America  came  in  last,  being  again  beaten  about  40  m.  by  the 
Fortuna,  winner. 

This  ended  the  yacht's  career  as  an  aggressive  racer,  though 
she  has  been  in  many  club  regattas  and  cruising  runs,  and  is  still 
able  to  hold  her  own  with  the  average  of  the  larger  schooners  in 
the  cruising  fleet.  Every  summer  when  the  great  single-stick 
cup  defenders,  past  and  present,  are  showing  their  paces  off 
Newport,  the  America,  proudly  pointed  out  by  all,  is  on  the  scene, 
affording  a  fine  thrill  for  the  patriot  who  views  her  and  a  good  con- 
trast with  the  metal  racing-machine  of  the  present  day. 


[43] 


[.858-.870]      THE  LAWSON  HISTORY 


THE  AMERICA'S  CUP  IS  ESTABLISHED 
AS  AN  INTERNATIONAL  TROPHY,  AND 
DEFENDED:    1857-1870.      CHAPTER  IV. 

^^^Jof^'^^HEN  Commodore  John  C.  Stevens  returned  to  this 
^^  country  from  England  in  September,  1851,  he 
brouglit  with  him  tlie  cup  won  by  the  America  on 
the  22d  of  August  from  the  fleet  of  the  Royal 
Yacht  Squadron.  It  was  the  property  of  Com- 
modore Stevens  and  his  fellow-owners  in  the 
America  —  Edwin  A.  Stevens,  George  L.  Schuy- 
ler, Hamilton  Wilkes,  J.  Beekman  Finlay,  and 
Col.  James  A.  Hamilton.  It  may  be  imagined 
with  what  pride  the  owners  of  the  cup  displayed  it  to  their  friends 
on  the  occasion  of  the  dinner  tendered  Mr.  Stevens  and  his  asso- 
ciates at  the  Astor  House  on  his  return. 

The  appearance  of  the  cup,  with  its  ewer  shape,  and  elaborate 
decoration  of  shields,  panels  and  scrolls,  is  so  familiar  to  the  i\meri- 
can  public  that  reference  to  it  here  is  necessary  only  in  detail. 
The  trophy  is  twenty-seven  inches  high,  thirty-six  inches  cir- 
cumference of  body  and  twenty-four  inches  of  base,  and  weighs 
one  hundred  and  thirty-four  ounces.  It  is  not  a  cup,  properly 
speaking,  but  a  cylindrical  vessel  open  at  both  ends,  and  incapable 
of  holding  liquids.  It  was  made  in  1851  to  the  order  of  the  Royal 
Yacht  Squadron  by  Messrs.  R.  &  S.  Gerard,  Panton  Street,  Lon- 
don, and  bears  the  makers'  stamp,  as  well  as  the  English  hall- 
mark. All  its  shields  and  scrolls  are  now  filled  with  inscriptions, 
one  dedicating  the  cup  to  the  America,  and  twelve  for  the  various 
matches  sailed  for  it,  or  thirteen  in  all.  A  curious  feature  of  the 
inscription  recording  the  first  race  is  that  the  name  of  Aurora,  \\hich 
vessel  was  second  in  the  race,  does  not  appear  on  the  cup  (mak- 
ing it  literally  true,  in  the  record,  at  least,  that  "  there  is  no  sec- 
ond"), while  the  names  of  vessels  defeated  in  this  race,  as  given 
on  the  cup,  number  thirteen.  The  text  of  the  inscriptions  on  the 
cup  will  be  found  at  the  end  of  this  book. 

The  cup  originally  being  the  property  of  the  winners,  each 
one  of  the  five  felt  a  sense  of  ownership  in  it,  and  it  was  fre- 
quently displayed  on  their  dinner-tables,  on  occasions  of  social 
gatherings,  being  kept  first  in  the  house  of  one,  and  then  of 
another.  At  one  time  the  owners  thought  of  having  the  cup 
melted,  so  that  each  one  of  them  could  have  a  medal  made  from 
the  silver  in  it,  properly  stamped  or  engraved  with  date  and 
inscription  commemorative  of  the  race  in  which  the  cup  w  as  won, 

[44] 


^THE  AMERICA'S  CVP      [.^sy-.s.o] 

each  medal  to  be  kept  as  an  heirloom  in  the  family  in  which  it  was 
held,  and  preserved  in  a  frame  or  velvet-lined  box.*  This  idea 
died  a  natural  death.  Some  of  the  original  five  owiiers  died,  and 
the  cup  remained  in  the  possession  of  the  survivors  until  the 
thought  took  shape  in  the  brain  of  George  L.  Schu3-ler  that  it 
should  be  made  an  international  trophy.  The  other  surviving 
owners  agreed  with  Mr.  Schuyler  that  this  be  done,  and  the  cup 
was  conveyed  to  the  keeping  of  the  New  York  Yacht  Club,  on 
July  8th,  1857,  under  the  following  conditions,  which  constitute 
what  is  commonly  known  as  the  "  original  deed  of  gift  "  : 

Any  organized  yacht  club  of  any  foreign  country  shall 
always  be  entitled  through  any  one  or  more  of  its  members, 
to  claim  the  right  of  sailing  a  match  for  this  cup  with  any 
yacht  or  other  vessel  of  not  less  than  thirty  or  more  than  three 
hundred  tons,  measured  by  the  custom-house  rule  of  the 
country  to  which  the  vessel  belongs. 

The  parties  desiring  to  sail  for  the  cup  may  make  any 
match  with  the  yacht  club  in  possession  of  the  same  that  may 
be  determined  upon  by  mutual  consent ;  but,  in  case  of  dis- 
agreement as  to  terms,  the  match  shall  be  sailed  over  the 
usual  course  for  the  annual  regatta  of  the  yacht  club  in 
possession  of  the  cup,  and  subject  to  its  rules  and  sailing 
regulations  —  the  challenging  party  being  bound  to  give  six 
months'  notice  in  writing,  fixing  the  day  they  wish  to  start. 
This  notice  to  embrace  the  length,  custom-house  measurement, 
rig  and  name  of  the  vessel. 

It  is  to  be  distinctly  understood  that  the  cup  is  to  be  the 
property  of  the  club,  and  not  of  the  members  thereof,  or 
owners  of  the  vessel  winning  it  in  the  match  ;  and  that  the 
condition  of  keeping  it  open  to  be  sailed  for  by  yacht  clubs  of 
all  foreign  countries  upon  the  terms  abo^e  laid  down,  shall 
forever  attach  to  it,  thus  making  it  perpetually  a  challenge 
cup  for  friendly  competition  between  foreign  countries. 

The  New  York  Yacht  Club,  after  accepting  the  cup,  sent  notice 
to  all  foreign  clubs,  under  date  of  July  21st,  1857,  of  their 
assumption  of  the  trust,  and  in\iting  "spirited  contest  for  the 
championship,"  promising  all  challengers  "a  liberal,  hearty  wel- 
come, and  the  strictest  fair  play." 

Eighteen  years  were  destined  to  pass  between  the  winning  of 
the  cup  by  the  America  and  the  first  challenge  for  it.  The  reasons 
for  this  lapse  of  time  without  a  contest  for  the  trophy  may  be 
easily  discerned.     English  yachtsmen  were  digesting  the  food  for 

*  Mr.    Philip  Schuyler,  son  of  George  L.  Schuyler  and  grandson  of  Col.  James  A.    Hamilton,   is 
authority  for  this  interesting  statement. 

[45] 


[.857-870]      THE  LAWSON  HISTORY 

thought  the  America  had  given  them  and  profiting  by  the  lesson, 
while  during  five  years  of  war  beginning  with  1860,  the  United 
States  had  other  things  to  think  about  than  yachting. 

The  revival  of  the  sport  in  this  country  was  brilliant,  and 
attracted  the  attention  of  the  world.  As  the  Yankees  were  the 
first  to  send  a  yacht  across  the  Atlantic  ocean,  they  were  the  first 
also  to  arrange  an  ocean  race  between  yachts.  Such  a  race  was 
sailed  in  the  winter  of  1866,  between  the  schooners  Henrietta, 
owned  by  James  Gordon  Bennett,  Commodore  of  the  New  York 
Yacht  Club,  the  Fleetwing,  owned  by  George  and  Franklin  Osgood, 
and  the  Vesta,  owned  by  Pierre  Lorillard.  The  stake  was  the 
princely  sum  of  $90,000.  Henrietta,  built  by  Henry  Steers 
at  Greenpoint,  was  205.4  tons,  107  feet  overall,  22  feet  beam,  and 
11  feet  draft;  Fleetwing,  built  by  Van  Deusen  in  New  York, 
was  206.1  tons,  106.6  feet  overall,  23.8  feet  beam  and  11.8  draft; 
Vesta,  built  by  Carll  at  City  Island,  110  overall,  24.6  beam, 
and  7.6  draft,  with  a  centre-board  giving  a  draft  of  15  feet.  The 
start  was  from  Sandy  Hook  lightship  December  11th.  The  winner 
was  Henrietta,  in  the  fast  time  of  13  days,  21  hours  and  55 
minutes.  The  time  of  Fleetwing  was  14  days,  6  hours  and 
10  minutes,  and  of  Vesta  14  daj's,  6  hours  and  50  minutes. 
The  yachts  had  high  westerly  winds  all  the  way,  and  there  was 
no  beating  to  windward  in  the  race,  which  was  the  hardest  contest 
ever  experienced  by  pleasure  craft.  Fleetuing  was  swept  bj-  a 
sea  on  the  19th  of  December,  and  six  of  her  sailors  were  washed 
out  of  the  cockpit  and  drowned. 

This  race  is  worthy  of  mention  in  connection  with  the  Amer- 
ica's cup  because  of  its  effect  in  England.  Interest  in  American 
yachting,  which  had  been  crushed  by  the  war,  was  revived  by  the 
race  of  these  three  clipper  vessels.  Another  event,  following  this 
race  b}-  a  year  and  a  half,  which  was  to  sustain  the  revival  until 
something  should  come  of  it  looking  to  an  international  match,  was 
the  arrival  of  the  American  schooner  Sappho  in  English  waters,  in 
the  summer  of  1868.  She  had  been  built  on  a  venture  by  C.  & 
R.  PoUlon  of  Brookl3-n.  Her  lines  were  very  fine,  and  her  dimen- 
sions were  as  follows  :  Length  on  deck  133  feet  9  inches  ;  length 
on  load  water-line  120  feet,  length  on  keel  108  feet,  breadth  of 
-beam  24  feet  9  inches,  depth  of  hold  10  feet,  draft  12  feet  6 
inches.  She  was  the  largest  yacht  built  up  to  that  time  in  the 
United  States,  and  great  things  were  expected  of  her.  Her  first 
performance  in  English  waters  was  not  encouraging.  In  a  race 
round  the  Isle  of  Wight,  over  the  same  course  as  that  sailed  by 
the  America  in  1851,  she  was  beaten  by  four  schooners,  includ- 
ing Cambria,   owned  by  Mr.  James  Ashbury.''^     Sappho  was  in 

*  James  Ashbury  was  the  son  of  a  wheelwright,      foundation  of  a  fortune.      He  was  a  native  of  Man- 
who  invented  a  railway  carriage,  and  thus  laid  the     Chester,  but  resided  in  London.      Though  possessed 

[46] 


^THE  AMERICA'S  CVP       [.^57 .870] 

cruising  rig,  and  had  on  board  several  tons  of  stone  ballast  she 
had  carried  across  the  ocean.  She  was  not,  therefore,  at  her  best. 
Her  performance,  however,  was  a  blessing  in  disguise  to  the  sport 
of  international  racing,  for  it  gave  Mr.  Ashbury  the  idea  that  he 
could  easily  defeat  any  American  yacht,  since  this  was  the  clipper 
of  them  all.  He  therefore  addressed  a  communication  to  the  New 
York  Yacht  Club,  October  3d,  1868,  that  was  broad  enough  to 
show  him  to  be,  in  his  aspirations  at  least,  consideraiile  of  a  sports- 
man. While  his  communication  was  tentative  rather  than  definite, 
it  had  the  effect  of  a  specific  challenge.      Its  conditions  were  : 

First.  I  propose  that  during  or  before  the  season  of  1869 
the  New  York  Yacht  Club  select  their  champion  schooner  of  a 
tonnage  not  to  exceed  ten  per  cent,  of  the  Thames  meas- 
urement (l88  tons)  of  the  Cambria. 

Second.  The  vessel  referred  to  I  would  desire  to  see 
arrive  in  England  in  ample  time  to  take  part  in  the  matches 
of  the  Royal  Yacht  Squadron  at  Cowes,  and  the  Royal  Vic- 
toria Yacht  Club  at  R3de,  for  which  races  she  would,  doubt- 
less, be  permitted  to  enter.  These  races  take  place  early  in 
August,  six  or  eight  or  nine  in  number,  round  the  island 
[53  nautical  miles],  the  Victoria  and  Queen's  courses  [about 
sixty],  and  probably  a  run  to  Cherbourg  and  back.  The 
prizes  would  be  the  annual  Queen's  cup  presented  to  the 
Royal  Yacht  Squadron,  two  cups  of  one  hundred  pounds  each 
from  the  towns  of  Cowes  and  Ryde,  and  several  cups  of  100 
pounds  and  50  pounds  ;  and  I  may  add  that  if  the  yacht 
could  arrive  about  a  month  earlier  she  would  be  in  time  for 
some  of  the  best  ocean  races  of  the  Royal  Thames  Yacht  Club. 
At  these  races  your  representative  vessel  would  meet  all 
the  best  and  fastest  English  and  Scotch  j-achts  —  among 
others,  schooners  —  and  would  have  a  fair  opportunity  of 
testing  her  qualities  during  the  height  of  the  Isle  of  Wight 
yachting  season,  and  with  the  temptation  of  many  prizes, 
highly  valued  and  much  sought  after,  but  not  for  their  mere 
intrinsic  value. 

Third.  On  or  about  th,e  1st  of  September  I  would  race 
your  vessel  from  the  Isle  of  Wight  to  New  York  for  a  cup 
or  service  of  silver,  value  250  pounds,  no  time  allowance  and 
no  restrictions  as  to  canvas  or  number  of  hands. 

Foiu-th.  I  would  at  an  early  date  race  the  said  vessel 
round  Long  Island  on  the  Royal  Thames  Yacht  Club  meas- 
urement and  their  time  allowances  ;   two  races  out  of  three 

of  great  wealth   his   social  standing  was   not   high.      Ashbury  was  without  question  an  aggressive  sports- 
His  efforts  to   win  the   cup  were  in  the   nature  of     man.      He  died  in  London,  Sept.  3d,  1895. 
a  bid  for   social    and    popular    favor,    though    Mr. 

[47] 


[.857-.870]      THE  LAWSON  HISTORY 

over  this  course  to  decide  as  to  the  championship  and  the 
final  possession  of  the  America's  Queen's  cup  of  1851.  If 
I  lost  I  would  present  the  New  York  Yacht  Club  or  the 
owner  of  the  successful  vessel  with  a  cup,  value  100  guineas, 
or  I  would  race  any  other  schooner  of  about  my  tonnage  over 
the  same  course  on  the  said  conditions  ;  the  competing  vessel 
to  have  been  previously  pronounced  by  the  New  York  Yacht 
Club  as  the  fastest  vessel  in  America  of  her  size  and  class, 
and  providing  the  said  vessel  had  not  been  built  since  the 
date  of  this  communication  and  w  as  in  all  respects  a  seagoing 
vessel  and  not  a  mere  shell  or  racing  machine. 

At  your  earliest  convenience  I  shall  be  glad  to  hear  from 
you  or  the  club  secretary  on  the  subject. 
Yours  truly, 

James  AsHBtmr. 

The  New  York  Yacht  Club  did  not  accept  Mr.  Ashbury's 
invitation  to  participate  in  ocean  races,  but  took  up  with  his 
otter  to  sail  for  the  America's  cup,  informing  him  that  it  "could 
only  take  cognizance  of  and  respond  to  that  portion  of  said  com- 
munication having  reference  to  the  challenge  cup  A\'on  by  the 
America,"  and  calling  his  attention  to  the  condition  that  a  challenge 
for  it  must  come  through  a  regularly  organized  foreign  yacht 
club. 

Mr.  Ashbury  responded,  February  24th,  1869,  that  he  would 
obtain  consent  from  "one  of  the  several  Royal  Yacht  Clubs"  to 
which  he  belonged,  to  sail  Cambria  as  its  champion  vessel.  On 
July  20th,  1869,  he  wrote  that  he  hoped  to  sail  under  the  colors 
of  the  Royal  Thames  Club,  to  which  he  would  present  the 
cup,  if  he  won  it,  "to  be  held  as  a  challenge  cup,  open  to  any 
royal  or  other  first-class  recognized  yacht  club  to  compete  for  ; 
providing  six  months  notice  is  given,  and  the  course  not  less  than 
300  miles  in  the  channel  or  any  other  ocean."  In  case  all  the 
conditions  he  named  were  approved  Mr.  Ashbury  stated  he  was 
ready  to  sail  for  this  coiuitry  about  August  27th. 

The  New  York  Yacht  Club  did  not  relish  Mr.  Ashbury's 
attempt  to  set  aside  the  deed  of  gift,  and  make  new  conditions 
under  which  the  cup  should  be  sailed  for,  should  he  win  it. 
Neither  did  it  accept  the  condition  that  it  should  defend  the  cup 
with  one  vessel  onlj-.  There  is  no  record  to  show  that  it  told  Mr. 
Ashbury  this  in  so  many  words,  or  at  all,  until  he  had  cabled  : 
"  Will  the  Cambria  be  allowed  to  sail  your  champion  schooner  for 
the  America's  cup  on  basis  of  my  letter  of  July  20th  '?  " 

To  this  Mr.  Ashbury  received  a  reply  not  distinguished  for  its 
directness,  though  it  conveyed  the  club's  meaning  that  if  Mr. 
Ashbury  wished  to  sail  for  the  America's  cup  he  would  have  to 

[48] 


0'='Th 


^JNIVERSITY 


OF 
■IFOKMK, 


^THE  AMERICA'S  CVP      ['^sr-syo] 

sail  against  a  fleet.  The  America  had  not  sailed  against  a  fleet, 
but  as  one  of  fifteen  vessels,  each  trying  for  the  cup.  In  this  case 
it  would  be  a  fleet  against  one  vessel.  There  \\as  none  of  the  gos- 
pel injunction,  "Do  unto  others  as  you  would  have  them  do  unto 
you,"  in  this  position.  Conditions  construed  as  unfair  by  Com- 
modore Stevens  were  to  be  meted  out  in  fact  to  the  first  chal- 
lenger who  appeared.  Viewed  in  the  light  of  sporting  ethics  of 
to-day,  it  appears  that  Mr.  Ashbury  had  the  broader  view  of  the 
subject.  The  cup  had  ceased  to  be  a  squadron  trophy,  to  go  to  the 
bidividual  who  won  it,  when  it  passed  into  the  hands  of  the  own- 
ers of  the  America.  It  had  been  given  in  trust  into  the  keeping 
of  the  New  York  Yacht  Club,  to  be  sailed  for  as  an  international 
challenge  cup,  in  races  between  clubs  representing  their  respective 
nations.  The  assumption  of  Mr.  x\shbury  that  it  should  be  sailed 
for  vessel  against  vessel,  and  not  by  a  single  vessel  against  a  fleet, 
was  sound  and  right,  as  later  experience  showed  ;  for  before  the 
cup  was  sailed  for  a  second  time  on  this  side  of  the  water 
the  New  York  Yacht  Club  was  forced  to  recede  from  the  position 
it  took  in  the  follow  ing  note  to  Mr.  Ashbury,  in  response  to  his 
cable  quoted  above  : 

"  The  necessar}' preliminaries  having  been  complied  with  by 
you  upon  your  arrival  here,  you  ha\'e  the  right,  provided  no  match 
can  be  agreed  upon,  to  sail  over  the  annual  regatta  course  of  the 
New  York  Yacht  Club."  Mr.  Ashbury  was  assured  he  would  be 
"  heartily  welcomed,"  and  that  he  would  find  the  club  prepared  to 
"  maintain  tlieir  claim  according  to  the  conditions  upon  which  they 
accepted  the  cup."  It  will  appear  later  that  the  club  could  not 
uphold  the  view  that  one  of  these  conditions  was  that  a  challenger 
should  sail  against  a  fleet  with  a  single  vessel. 

Nothing  came  of  Mr.  Ashbury's  challenge,  as  he  regretted  he 
could  not  race  that  season,  his  reason  being  that  he  could  not  con- 
test for  the  cup  on  the  basis  of  his  challenge. 

It  will  be  observed  that  in  this,  the  first  correspondence  looking 
to  a  race  for  the  cup  as  a  challenge  troph)',  both  parties  fell  into 
error  ;  the  New  York  Yacht  Club  in  its  lack  of  sportsmanlike 
spirit  as  shown  by  its  interpretation  of  the  deed  of  gift,  and  Mr. 
Ashbury  in  attempting  to  dictate  terms. 

Both  sides  were  feeling  their  way,  according  to  their  lights, 
and  the  time  was  not  ripe  for  the  broad  and  satisfactory  contests 
for  the  cup  that  were  to  come  in  after  j-ears. 

Mr.  Ashbury,  with  a  tenacity  worthy  of  the  cause,  returned 
to  the  business  of  challenging  for  the  cup  in  November  of  1869. 
He  had  arranged  an  ocean  race  with  Dauntless,  James  Gordon 
Bennett  owner,  to  be  sailed  in  September,  1869,  but  the  arrange- 
ments fell  through,  as  Dauntless  could  not  be  got  ready  on 
time.  On  November  14th,  1869,  Mr.  Ashbury  wrote  the  New 
4  [  49  ] 


i:.s57-.87o]      THE  LAWSON  HISTORY 

York  Yacht  Club  that  in  the  event  of  his  racinj^  Dauntless 
across  the  ocean  in  March,  1870,  he  would  sail  for  the  cup  on 
May  16th,  1870,  over  a  triangular  course  "from  Staten  Island, 
forty  miles  out  to  sea  and  back."  Just  how  he  expected  to  lay  a 
triangular  course  from  Staten  Island  out  to  sea  and  back  he  did 
not  explain.  His  letter  also  contained  these  lines,  which,  in  view 
of  his  contention  that  conditions  which  prevailed  in  the  race  of 
1851  no  longer  held  good  —  which  diey  did  not  —  appears  some- 
what sophistical : 

"  The  cup  having  been  won  at  Cowes,  under  the  rules  of  the 
R.  Y.  S.,  it  thereby  follows  that  no  centre-board  vessel  can  com- 
pete against  the  Cambria  in  this  particular  race." 

To  this  argument  the  New  York  Yacht  Club  replied  that  it 
had  no  power  to  deviate  from  the  terms  of  the  deed  of  gift,  and 
called  attention  to  the  condition  that  "in  case  of  chsagreement  " 
the  match  is  "to  be  sailed  according  to  the  rules  and  sailing  regu- 
lations of  the  club  in  possession."  The  club  stated  that  it  could 
not  therefore  entertain  a  proposal  to  exclude  from  the  race  any 
yacht  duly  qualified  to  sail  under  the  rules  and  regulations  of  the 
New  York  Yacht  Club. 

Notwithstanding  his  dissatisfaction  with  the  terms  offered,  Mr. 
Ashbury  came  to  this  country  with  his  schooner.  He  had  sailed 
Cambria  in  three  races  against  Sappho  before  leaving  England, 
and  lost  two,  defaulting  one,  because  the  course  to  Cherbourg 
and  back  did  not  on  the  day  set  afford  a  race  to  windAvard  and 
leeward  as  agreed.  Sappho  the  year  before  had  been  "hipped" 
(made  wider  amidships)  by  Capt.  "Bob"  Fish*  of  Bayonne, 
N.  J.,  and  was  then  sailing  very  fast,  entirely  outclassing  Cambria. 

To  add  to  the  interest  of  the  arrival  of  the  first  challenger 
in  this  country,  Cambria  sailed  an  ocean  race  against  Daunt- 
less from  Daunt's  Rock  to  Sandy  Hook,  starting  July  4th,  1870. 
Dauntless  was  a  fast  keel  schooner,  123  feet  10  inches  overall, 
26  feet  7  inches  beam,  and  12  feet  6  inches  draft.  She  was 
manned  for  the  race  with  Cambria  by  a  crack  crew.  Her 
sailing-master  was  Martin  Lyons,  a  smart  Sandy  Hook  pilot,  with 
whom  was  associated  Capt.  Samuel  Samuels,  a  noted  blue-water 
skipper,  and  "  Old  Dick  "  Brown  of  America  fame.  Some  friends 
of  the  owner  also  sailed  on  the  vessel.  Cambria,  though  the 
slower  sailer,  won  the  race,  sailing  2917  miles  in  23  days  5 
hours  and  17  minutes,  by  the  narrow  margin  of  1  hour  and  43 
minutes.  She  came  by  the  northern  course.  Dauntless  came 
by  the  middle  course,  and  sailed  2963  miles,  or  46  miles  more 
than  the  Cambria,  in  23  days  and  7  hours.  Her  sailing-master, 
speaking  of  this  race  in  1901,  said  "  there  was  too  much  amateur 

*  Capt.     Robert    Fish    was    a    clever    yachting     and    modelling   yachts    to   secure  speed,  though    he 
skipper,   possessed   of  much   native  skill  in  altering     knew  nothing  of  scientific  yacht  designing. 

[50] 


of  THE  AMERICA'S  CVP      [-^sy  .^70] 

talent  aboard."  Great  popular  interest  was  manifested  in  the 
race,  and  in  the  challenger,  whose  prestige  was  much  enhanced 
by  reason  of  her  victory  over  Dauntless,  and  she  was  viewed 
with  curiosity  when  she  came  to  anchor  in  New  York  Harbor. 
The  yachtsman  of  to-day  finds  her  model  wall-sided,  narrow, 
deep,  and  with  straight,  uncompromising  lines.  In  her  time, 
however,  she  was  one  of  the  best  schooners  in  the  English  pleas- 
ure fleet.      She  was  thus  described  : 

"She  is  a  keel  schooner,  built  of  oak,  with  teak  topsides. 
Her  interior  fittings  are  remarkably  rich  and  beautiful,  and  in  good 
taste  [cotton  cloth  was  not  used  for  partitions  in  racing  yachts  in 
those  days].  She  has  21  tons  of  ballast,  smelted,  and  run  into 
her  timbers,  and  has  also  four  tons  of  lead  bolted  to  her  keel. 
Under  sail,  she  spreads  a  vast  area  of  canvas,  and  works  in  the 
wind  with  the  ease  and  facility  of  a  weather-vane.  Her  best 
points  are  being  sharp  and  quick  in  stays,  lying  close  to  the  wind, 
and  being  fast  in  light  breezes.  By  the  wind,  that  is,  close-hauled, 
she  carries  gaff-topsails  bent  to  the  ordinary  spars  ;  but  in  sailing 
free,  she  has  much  longer  and  lighter  and  more  flexible  yards  aloft, 
and  the  sail  of  lighter  canvas,  of  course,  clubs  out  quite  a  consider- 
able distance.  Her  bowsprit  is  a  very  peculiar  spar,  with  jib-boom 
and  flying  jib-boom  all  on  one  stick,  and  rigs  in  and  out  at  the 
option  of  the  sailing-master.  She  is  248  tons.  New  York  meas- 
urement, and  128  tons.  Royal  Thames  Yacht  Club  measurement, 
and  was  built  by  Michael  Ratsey  of  Cowes,  Isle  of  Wight,  in 
1868.  She  is  a  fine  type  of  the  deep  and  narrow  English  model, 
and  in  external  appearance  bears  a  resemblance  in  stiffness  and 
stability  to  a  Cunard  steamer.  It  can  hardly  be  said  that  the 
Cambria  is  as  graceful  and  charming  in  her  pose  upon  the  water 
as  the  majority  of  American  schooners,  and  this  is  simply  because 
the  English  are  willing  to  sacrifice  anything  to  secure  the  full 
embodiment  of  their  ideas  as  to  speed.  Her  dimensions  are  : 
Length  (from  stem  to  sternpost)  108  feet ;  water-line  98  feet ; 
beam  21  feet  ;  depth  of  hold  11  feet;  draught  of  water  12  feet; 
mainmast  (hounds  to  deck)  61  feet;  foremast  56  feet  6  inches; 
main-boom  61  feet ;  main-gaff  33  feet  9  inches  ;  fore-gaff  25  feet; 
bowsprit  outboard  35  feet ;  maintopmast  35  feet  6  inches  ;  fore- 
topmast  32  feet  3  inches  ;  maintopsail  yard  32  feet  ;  foretopsail 
yard  29  feet."  Cambria's  spars  were  bored,  with  solid  mast- 
heads.     She  steered  with  a  tiller. 

In  a  week's  time  both  Dauntless  and  Cambria  were  ready 
for  the  race  for  the  America's  cup,  which,  in  spite  of  Mr.  Ash- 
bury's  objections,  that  appear  to  have  been  dropped  by  him  when 
he  set  sail  for  this  country,  was  to  be  a  club  regatta,  the  stranger 
against  the  fleet.  The  race  was  sailed  on  August  8th,  1870. 
Being  the  first  i-ace  in  American  waters   for  the  cup,  it  is  worthy 

[51] 


[.S57-.870]      xHE  LAWSON  HISTORY 

of  the  fullest  description.  The  best  account  of  it  was  written 
by  J.  D.  Jerrold  Kelley,  and  published  in  his  book  "American 
Yachts."  (Scribner's,  1884.  Now  out  of  prmt.)  His  account 
was  as  follows  : 

"  Throughout  the  country  there  was  the  greatest  interest  mani- 
fested in  the  result,  —  the  public  prayer  being  for  any  yacht  to 
beat  the  representative  of  the  Royal  Thames  Club,  but  best  of  all 
that  it  might  be  the  America.  The  course  and  conditions  were 
those  of  the  New  York  Yacht  Club,  and  were  admirably  carried 
out.  The  yachts  were  ordered  to  proceed  over  a  course  from  the 
anchorage  to  the  buoy  off  the  Southwest  Spit,  passing  it  to  the 
west  and  south,  and  thence  to  the  lightship  (roimding  it  from 
the  northward  and  eastward),  and  to  retin-n  the  same  way,  pass- 
ing to  the  westward  of  the  flagboat  off  the  club-house,  going  and 
returning.  All  buoys  on  the  West  Bank  —  viz:  Nos.  13,  11, 
and  9,  —  were  to  be  passed  to  the  eastw  ard.  On  the  day  of  the 
race  the  flagboat  was  anchored  abreast  of  the  club-house,  or  about 
mid-channel,  and  the  yachts  were  directed  to  anchor  on  an  east 
and  west  line,  500  yards  to  the  northward  and  west\\ard  of  this, 
and  about  50  yards  apart.  In  taking  position  in  line  each  yacht 
was  allow ed  to  select  its  own  place,  in  the  order  of  arrival  at  the 
anchorage,  subject  to  any  change  which  the  executive  committee 
might  deem  expedient,  and  mainsails,  foresails  and  gaft'-topsails 
were  permitted  to  be  set  before  starting,  unless  otherwise  ordered. 

"The  day  opened  overcast  and  gloomy,  and  soon  after  day- 
break heavy  rain  clouds  brooded  threateningly  over  the  bay  ;  but 
by  nine  o'clock  the  sky  shone  bright  and  clear,  and  a  brisk  and 
cheery  southerly  breeze  blew  bravely  landward  —  so  steady  and 
true  indeed,  was  this,  that  it  hardly  varied  a  point  during  the  race, 
the  official  report  stating  that  it  was  sailed  with  '  a  fresh  breeze 
from  south  by  east  to  south-southeast,  in  smooth  water.'  At  five 
o'clock  in  the  morning  the  tide  was  at  full  flood,  thus  giving  the 
last  of  the  ebb  for  the  start  with  slack  water  at  noon,  and  a  strong 
three-knot  flooding  current  to  help  the  homeward  coming  of  the 
fleet. 

"  It  was  emphatically  a  holiday  ;  and  though  our  lower  bay  had 
seen  a  grander  array  of  contesting  yachts  in  the  regular  regattas 
of  the  home  club,  yet  never  before  w  as  there  such  a  gathering  of 
gleaming  canvas  or  such  an  assemblage  of  representative  crafts. 
For  the  fair  fame  of  the  country  was  at  stake,  and  all  classes  of 
our  citizens  were  assembled  to  greet  the  foreign  yacht  w  hich  had 
pluckily  sailed  3000  miles  of  stormy  sea  to  redeem  a  national 
defeat.  Then,  too,  they  wished  to  honor  and  to  greet  our  cham- 
pions, whom  ambition  and  dut}-  had  brought  there  to  defend  the 
ownership  of  the  cup  won  19  years  before  by  that  rakish  schooner 
now  waiting  in  the  line  of  racers,  trim  and  taut,  and  filling  the 

[52] 


.\3R, 


^^ 


^THE  AMERICA'S  CVP       [.857.870] 

largest  measure  of  the  nation's  regard.  Excursion  boats  over- 
shadowed every  ripple  of  water  not  occupied  by  contestants,  and 
in  odd  mixture  there  were  assembled  men-of-war,  traders,  fruiters 
and  pleasure  boats  ;  there,  too,  were  peaceful  inland  water  craft, 
even  up-river  schooners  and  lumbering  luggers,  sharing  in  the 
general  desire  to  be  a  part  of  the  memorable  yachting  day. 
By  11  o'clock  the  gateway  of  the  port  was  so  blocked  with  vessels 
that  it  was  hnpossible  to  get  a  view  through  the  narrows,  of  the 
horizon  seaward  or  of  the  blue  Monmouth  hills  be3'ond  ;  while  on 
either  hand  not  only  were  the  banks  crowded  with  a  cheermg  mul- 
titude, but  Forts  Hamilton  and  Lafayette  to  the  eastward,  and 
Forts  Wads\\orth  and  Tompkins  to  the  westward,  had  their  ram- 
parts and  glacis  (where  there  were  glacis)  packed  with  thou- 
sands. At  11  o'clock  the  Middletown  steamed  down  the  line 
flying  the  burgee  of  the  club  and  the  private  signal  of  the  Daunt- 
less, and  it  was  evident  that  preparations  were  being  made  for 
the  start. 

"  The  line  was  beautifully  formed,  the  yachts  being  separated 
by  an  even  distance  of  50  yards,  with  their  heads  riding  to  the 
ebb,  and  pointing  town  ward.  There  were  in  all  18  starters  out 
of  the  25  entries,  and  of  these  the  Alarm  was  at  the  extreme 
eastern  end  of  the  line,  with  Widgeon  next,  and  so  by  the  Silvie, 
Magic,  Dauntless,  Tarolinta,  Halc3'on,  Madgie,  Idler,  Rambler, 
Phantom,  Fleetwing,  Madeleine,  Calypso,  America,  Tidal  Wave, 
and  Cambria,  to  the  Alice,  which  held  the  extreme  western  end. 
Choice  of  position  had  been  granted  the  Cambria,  and  Mr.  Ash- 
bury  had  taken  that  nearest  the  club-house,  and  next  but  one  to 
the  shore. 

"  Public  interest  was  mainly  centred  in  the  Dauntless, 
America,  and  Cambria,  and  before  the  start  every  steamer  and 
passing  sailing-craft  accorded  them  the  honors  of  a  salute  —  too 
vociferous,  too  partisan,  perhaps,  at  times,  but  still  kindly  meant, 
for  the  roughest  of  men  are  subdued  by  the  influences  of  such  a 
scene  as  this. 

"  At  26  minutes  past  11,  on  the  very  last  of  the  ebb,  and  with 
a  fresh  wind,  the  starting-gun  roared  its  order  to  make  sail  and  slip, 
and  in  a  moment  the  yachts  had  spread  their  canvas,  flattened 
their  jibs,  and  then  almost  simultaneously  turned  seaward,  the 
Magic,  one  of  the  smallest  of  the  squadron,  leading.  The  wind- 
ward boats  had  the  best  of  it,  and  as  they  flew  towards  the  Hook, 
they  quickly  left  the  others  behind  ;  among  these  was  the  Cam- 
bria, for  she  had  been  nearly  the  last  to  get  awav.  Through  a 
dozen  of  the  competitors  rushed  the  America,  and  a  rousing  cheer 
rose  as  she  flew,  like  a  great  seabird,  to  the  forefront  of  the  fight ; 
but  the  Magic  was  the  first  out  of  the  Narrows,  with  the  Silvie 
next  and  then  a  half-dozen  other  Americans,  all  leaving  the  Cam- 

[53] 


[.857.870]      THE  LAWSON  HISTORY 

bria  far  behind,  under  Fort  Richmond,  and  pointing  for  Coney 
Island. 

"  Off  the  lower  quarantine  the  America,  a  short  half-mile  astern 
of  the  Magic,  w  as  rushing  for  a  commanding  position  ;  the  Silvia, 
as  if  anxious  to  soothe  the  remembrance  of  that  year  when  in 
England,  with  a  defiant  pennant  at  her  masthead  she  was  left 
unchallenged,  was  second,  holding  the  Idler  in  her  wake,  and  fol- 
lowed by  the  Phantom  and  the  Dauntless,  coming  up  hand  over 
hand.  Few  of  die  yachts  carried  their  gaft'-topsails  until  near  the 
Southwest  Spit,  the  Magic  keeping  the  lead,  and  rolling  off  knot 
after  knot  with  a  bone  in  her  teeth  and  a  furrow  of  foam  astern, 
and  standing  up  to  her  work  under  lower  sails  and  all  three  jibs. 
Soon  after  she  set  her  main-gaff-topsail  and  a  staysail,  which  like 
a  Japanese  wrestler,  gleamed  and  tugged  on  her  forecastle,  and  in 
a  moment,  it  seemed,  she  wheeled  round  the  Southwest  Spit,  with 
the  America  second,  and  only  four  minutes  behind  ;  the  Idler  was 
third,  50  seconds  later  ;  and  almost  together,  the  Silvie,  Phantom, 
and  Dauntless  followed.  Nineteen  minutes  later,  and  tenth  in 
number,  the  Cambria  rounded  the  Spit  ;  and  then  A\ith  lifted 
sheets,  away  they  all  rushed  for  the  lightship  off  the  Hook. 

"As  the  yachts  neared  this,  thousands  of  waiting  spectators 
gave  them  a  most  enthusiastic  reception  —  guns  roared,  men 
cheered,  bells  rang,  and  bands  burst  into  loud  and  brazen  notes  of 
triumph;  and  when  the  Magic  rounded  the  lightship,  making  it 
almost  a  certaint)'  that  the  cup  was  safe,  there  arose  a  shout  pain- 
ful in  its  intensity  of  delight,  for  it  was  the  reUeved  outcome  of 
pent-up  excitement  which  had  reached  its  culmination  at  this 
very  point.  Nor  was  the  Cambria  forgotten,  for  although  hope- 
lessly behind  —  or  perhaps  for  that  reason  —  the  pluck  of  her 
owner  was  recognized,  cheers,  steam-whistles  and  guns  drown- 
ing the  awful  accompaniment  of  vagrant  musicians,  who  struck 
up,  with  undoubted  vigor  and  against  time,  what  they  politely 
meant  for  'God  Save  the  Queen.' 

' '  In  the  run  from  the  Southwest  Spit  to  the  lightship  the 
Idler  passed  into  the  second  place,  the  Dauntless  into  the  third, 
and  the  America  into  the  fourth,  while  the  Magic  added  another 
five  minutes  three  seconds  to  her  lead  upon  the  Cambria.  In  this 
order  they  ran  for  home,  the  w  ind  blowing  so  strong  and  so  free 
that  the  yachts  were  fairly  flying  in  widening  pools  of  foam, 
making  12  knots,  and  stretching  their  ropeyarns  to  the  breaking 
point.  Oft'  the  turn  of  the  Hook  there  came  a  sudden  puff,  and 
the  fore-topmast  of  the  Cambria  went  over  the  side  —  the  only 
accident  of  the  day,  and  unfortunately,  where  it  was  most  to  be 
regretted. 

"At  two  hours  48  minutes  55  seconds,  the  Magic  rounded 
the    Southwest    Spit,    followed    by    the    Dauntless    and    Idler, 


[  54 


'l 


of  THE  AMERICA'S  CVP      ['857-870] 

which  had  changed  places,  and  closely  hugged  by  the  America  ; 
23  minutes  later  the  Cambria  went  by  the  buoy,  eighth  in  order  and 
doing  so  well  that  the  lead  of  the  Magic  was  decreased  almost  a 
minute  in  the  run.  Spinning  round  the  Spit  the  racers  squared 
away  for  home,  the  Magic  still  ahead,  but  pressed  hard  and 
gallantly  by  the  Dauntless;  the  Silvie  ran  bow  and  bow  with  the 
Madgie  and  the  Phantom,  while  the  veteran  Fleetwing,  with  a 
roaring  sea  under  his  bows,  and  an  echo  of  sea  in  his  throbbing 
canvas,  left  behind  him  the  famous  sailers,  the  Halcyon,  Tarolinta, 
and  Madeleine,  and  pushed  forward  for  an  earnest  trial  with  the 
Cambria.  But  the  strength  and  beauty  of  the  struggle  was  soon 
consummated  by  a  glorious  victory,  for  as  the  Magic  rushed  across 
the  line  it  was  not  only  in  the  fastest  time  ever  made  over  the 
course,  but,  all  things  considered,  with  the  greatest  victory  to  her 
record  ever  won  by  a  yacht  since  the  world  was  young.  Not  that 
she  had  much  time  or  distance  to  spare,  however,  for  the  echoes 
of  the  welcoming  cheers  were  still  lingering  in  the  green  hills  of 
the  bay  when  the  stately  Dauntless  passed  by  the  mark,  carrying 
the  reverberations  of  the  nation's  delight  into  a  further  and  a 
greater  echo  ;  and  as  these  cheers  roared  and  rumbled  in  the  dis- 
tance, the  harbor,  to  its  farthest  limits,  caught  up  a  newer  and  a 
greater  paean  of  joy,  for  the  America,  fourth  in  the  race,  flew  by 
the  finish  line,  showing  that  as  the  sons  were  worthy  of  the  sire, 
so  were  the  brain  and  skill  of  old  greater  than  story  had  told.    .    .    . 

"  The  Cambria  arrived  eighth  on  actual  time  (beaten  all  around, 
with  and  without  handicaps) ,  and  tenth  in  order  by  time  allowance." 

An  abstract  of  the  official  table  of  times  for  the  race  is  pre- 
sented herewith  : 


Magic    . 

Idler        . 

Silvie       . 

America 

Dauntless 

Madgie  . 

Phantom 

Alice 

Halcyon 

Cambria 

Calypso  . 

Fleetwing 

Madeleine 

Tarolinta 

Rambler 


At  S.  W. 

Spit  Going 

Down 

H.     M.    S. 
12.48.00 

'^■53-45 

12.56.00 

12.52.55 

12.56.20 

12.  59.00 

12.56.15 

1.09.00 

1.02.00 

1.07.00 

1. 00. 00 

1.04.05 

1.06.30 

1.07.55 

1. 10.00 


Rounding 
Sandy 
Hook 

Lightship 

H.  M.  s. 
2.03. 16 
2.08.40 
2.17.23 
2.15.25 
2.09.48 
2.21.  14 
2.19.59 


2.27.19 


At  S.  W. 

Spit 
Returning 

H.  M.  S. 
2.48.55 
2.52.00 
3.07.20 
3.02.05 
2.51.00 
3.08.40 
3.08.10 
3.29.40 
3. 16. 10 

3.12.00 

3.25.30 

3.14.00 
3.26.00 
3.24.00 
3-3I-55 


Home 
Stake, 
Staten 
Island 

H.     M.    S, 

3-33-54 
3-37-»3 
3.55.12 

3-47.54 
3-3S-*3 
3.S5-07 
3-55-05 
4.18.27 
4.03.08 
4.00.57 
4.15.29 
4.02.09 
4.14.46 
4.10.23 
4-5I-35 


Actual 
Time 


Order  of 
Corrected       Arrival 
Time         per  Allow- 
ance 

H.  M.  s. 


4.07, 
4.II 
4.29, 
4.21, 
4.09, 
4.29. 
4.29. 
4.52. 
4-37- 
4-34- 
4-49- 
4.36. 
4.48. 

4-44' 
4.51. 


3.58.21 
409-35 
4-i3-45 
4.23.51 
4.29.19 

4-i9-57 
4.30.44 

4- 34- 1 5 
4.35.00 

4-37-38 
4.40.21 
4.41.20 

4-42-35 
4.47.29 

4-48-33 


12 
'3 
14 
15 


Actual 
Order  of 
Arrival 


■3 
9 


Start  at  11,26. 


Although  no  mention  was  made  of  it  in  reports  of  the  race, 
it  was  claimed  by  Mr.  Ashbury  after\\ard  that  Cambria  w^as 
fouled,    in    the    beat    out    of  the   Narrows,    by    Tarolinta,    who 


[.S57-.870]      THE  LAWSON  HISTORY 

forced  her  about,  though  Cambria  was  on  the  starboard  tack. 
Mr.  Ashbury  made  no  protest  to  the  regatta  committee,  so  that 
tliere  was  nothing  for  them  to  do  in  the  matter.  The  statement 
that  he  was  fouled  lias  held  to  this  day  among  English  jachtsmen. 
Sir  George  Leach,  K.  C.  B.,  vice-president  of  the  Yacht  Racing 
Association,  writing  in  1893  of  Cambria's  race  in  1870,  states 
that  Cambria  was  fouled,  "carrying  away  a  fore-port-shroud, 
and  foretopmast-backstay,  and  springing  the  port  arm  of  her  fore- 
crosstrees.  Later  she  also  carried  away  her  foretopmast."  The 
writer  adds  :  "  Even  if  nothing  had  gone  wrong  with  the  Cambria, 
pitted  as  she  was  against  17  other  vessels,  her  chances  of  winning 
the  cup  \\ould  necessarily  have  been  small." 

As  a  result  of  Magic's  victory  that  vessel  came  into  promi- 
nence at  a  bound.  She  was  originally  known  as  Madgie,  was 
built  in  1857,  by  T.  Byerly  8v  Son,  of  Philadelphia,  and  was  rigged 
as  a  sloop.  In  1859  she  was  rigged  as  a  schooner.  She  won  her 
first  race  June  8th,  1865,  in  the'  N.  Y.  Y.  C.  regatta.  In  1869 
she  was  rebuilt  at  City  Island,  by  David  Carll.  Her  racing  career 
up  to  that  time  had  been  varied,  but  not  brilliant.  She  sailed  in 
the  1870  race  on  about  79  feet  water-line,  her  beam  being  20  feet 
9  inches,  and  her  draft  6  feet  3  inches,  with  a  centre-board.  She 
registered  92.  2  tons. 

The  performance  of  the  America  in  this  race  was  something 
of  a  disappointment,  and  was  attributed  to  her  na\'3'  rig,  and  lack 
of  form  after  nearly  ten  years  of  precarious  existence  w  ithout  rac- 
ing, a  year  of  which  time  she  was  sunk  in  Florida.  Navy  men 
hotly  repelled  aspersions  on  her  rig,  or  her  handling  in  the  race, 
but  j-achtsmen  were  dogged  in  their  opinion  that  properly  tuned  up 
she  would  have  done  better.  She  was  handled  during  the  race  by 
Charles  Brown,  a  son  of  "  Old  Dick  "  Brown,  though  in  command 
of  a  nav\'  officer,  and  manned  by  a  crew  of  midshipmen. 

Before  returning  to  England  the  Cambria,  having  joined  the 
New  York  Yacht  Club  cruise,  raced  in  Newport  and  New  York 
waters  in  some  spirited  contests,  against  the  pick  of  the  fleet,  with 
varying  success. 

Mr.  Ashbury  was  always  ready  to  meet  any  comer,  and  had 
a  standing  w^ager  while  in  this  country  of  a  cup  valued  at  fifty 
guineas.  Cambria,  after  showing  herself  as  good  as  the  average 
of  the  schooners  in  the  N.  Y.  Y.  C.  run  to  New  port,  had  her  first 
race  in  a  brilliant  series  off"  that  port  on  August  16th,  against  the 
fleet,  Mr.  Ashbury  putting  up  a  cup  for  schooners  and  another  for 
sloops,  while  the  N.  Y.  Y.  C.  put  up  one  for  the  second  schooner 
on  time  allowance,  to  allow  Cambria  to  compete.  Magic  won, 
with  Cambria  26  s.  behind  her  in  actual  time.  Gracie  took  the 
cup  for  sloops.  The  course  was  from  Fort  Adams  to  Block  Island 
and  return. 

[56] 


<9/THE  AMERICA'S  CVP       [.S57-S70] 

On  August  17th  Cambria  raced  Palmer  over  the  same  course 
for  a  cup  vakied  at  fifty  guineas,  put  up  by  Mr.  Ashbury,  and 
was  beaten  by  seven  minutes  in  a  whole-sail  breeze  S.  W. 

On  August  18th  Cambria  sailed  over  the  same  course  for 
a  similar  stake  against  Idler,  and  won  by  eight  minutes.  Idler 
was  partly  disabled  by  her  bobstay  stem-plate  pulling  out. 

One  of  the  best  races  of  the  series  was  on  September  8th,  for 
a  cup  offered  b}-  James  Gordon  Bennett  for  schooners,  and  a  sub- 
scription cup  for  the  second  schooner.  The  contestants  were 
Cambria,  Sappho,  Palmer,  Vesta,  Tidal  Wave,  Idler,  Madeleine, 
Halcyon,  Phantom  and  Madgie,  and  the  course  a  sixty-four  mile 
triangle  off"  Newport.  Palmer  won  by  four  minutes  over  Cambria, 
who  was  second  and  took  the  subscription  cup.  Sappho  in  this 
race  lost  a  topmast  and  split  her  mainsail. 

On  September  9th  Cambria,  Phantom  and  Madeleine  had  it 
out  over  the  Block  Island  course  for  a  fiftv-guinea  cup.  Phantom 
beat  Cambria  23  m.  53  s.,  and  Madeleine  beat  her  9  m.  43  s., 
after  carrying  away  a  bowsprit-shroud  at  the  start. 

On  September  11th  there  was  a  race  for  the  citizens  of  New- 
port cup,  and  for  a  subscription  cup  for  the  second  schooner. 
Palmer,  Phantom,  Dauntless  and  Cambria  were  timed  at  the  finish 
out  of  eleven  starters.  There  was  a  reefing  breeze  N.  E.  Phan- 
tom won  the  citizen's  cup  and  Cambria  the  subscription  cup. 
Dauntless  lost  her  foretopmast. 

On  September  28th,  the  yachts  having  returned  to  New  York 
Avaters,  there  was  a  race  for  a  cup  off'ered  by  Mr.  Douglas  for  the 
winner  without  time  allowance,  one  by  Mr.  Ashbury  for  sloops 
and  schooners,  or  schooners  alone,  and  one  by  Rutherford  Stuyve- 
sant  for  Cambria  if  either  first  or  second.  Dauntless  won  the 
Douglas  cup,  Tidal  Wave  the  Ashbury  cup,  and  Madeleine  the 
Stuyvesant  cup. 

On  October  13th  Cambria  met  Sappho  in  a  race  twenty  miles 
to  leeward  of  Sandy  Hook  light-vessel  and  return,  for  a  fifty-guinea 
cup.  The  wind  was  strong  N.  W.,  and  Sappho  finished  50 
m.  50  s.  in  the  lead,  but  not  being  within  the  agreed  time  limit, 
the  prize  was  not  awarded. 

The  last  race  of  Cambria  in  American  waters  was  October 
14th,  when  she  sailed  Dauntless  for  fifty  guineas,  twenty  miles  to 
windward  from  Sandy  Hook  (buoy  5)  and  back.  Dauntless  won 
by  12  m.  30  s.  actual  and  7  m.  18  s.  corrected  time. 

American  yachtsmen  attributed  Cambria's  losses  to  clumsiness 
of  rig  rather  than  inferiority  of  hull.  Mr.  Ashbury  raced  his 
vessel  for  all  she  was  worth,  and  put  up  trophies  with  great  liber- 
ality and  spirit.  His  fighting  blood  appears  to  have  been  thor- 
oughly roused  by  his  defeats,  and  he  determined  to  come  back  the 
next  year  with  a  new  schooner  to  try  his  luck  again. 

[57] 


[:857-.s7o]      THE  LAWSON  HISTORY 

Mr.  Ashbury's  sportsmanship  made  an  excellent  impression, 
though  he  was  sufficiently  a  national  type  to  stand  out  in  sharp 
contrast  to  the  men  with  Avhom  he  was  associated  here,  and  com- 
parisons were  drawn  that  were  not  always  in  his  favor.  He  was 
not  allowed  to  depart  for  his  own  shores  without  being  properly 
wined  and  dined,  and  he  left  the  country  feeling  that  another  season 
would  bring  him  his  reward. 

After  his  arrival  in  England  he  was  the  recipient  of  social  honors 
from  his  associates.  At  a  dinner  given  him  in  Manchester,  his 
native  place,  on  December  19th,  1870,  he  stated  in  a  speech  that 
from  his  experience  he  believed  "  the  best  of  feeling  existed  among 
Americans  with  regard  to  England."  A  toast  to  the  President  of 
the  United  States  was  proposed  on  this  occasion  by  C.  H. Brans- 
come,  Esq.,  United  States  consul  at  Manchester,  and  was  drunk 
with  cheers  i^y  the  company. 

At  a  dinner  given  Mr.  Ashburj-,  January  5th,  1871,  in  Brigh- 
ton, the  mayor  of  that  place  said  :  "  The  President  of  the  United 
States  [Gen.  Grant]  did  our  friend  the  honor  to  breakfast  with 
him  on  board  the  Cambria,  and  that  is  good  enough  testimony  that 
no  jealousy  was  created  by  the  yacht  race." 

Had  Mr.  Ashbury's  international  racing  career  ended  with  his 
first  season,  much  interesting  yachting  history  would  not  have 
been  made.  But  Mr.  Ashbury  was  a  maker  of  history,  as  the 
next  year  showed. 


[58] 


^THE  AMERICA'S  CVP 


[.87.] 


A  SECOND  CHALLENGE  FOR  THE  CUP 
RESULTS  IN  A  SERIES  OF  RACES  AND 
A  WRANGLE:    1871.    CHAPTER  V. 

^^-^^^^.i?^^^^  N  his  return  to  England  in  1870  Mr.  Ashbury 
n  ^./j^*/^/))  laid  his  plans  for  another  attempt  to  win  the  cup, 
'^^  '     and  gave    an    order    for  a  schooner   to    Michael 

Ratsey,  of  Cowes,  Isle  of  Wight.  The  result 
was  Livonia,  named  for  a  province  in  Russia  in 
which  Mr.  Ashbury  had  made  money  in  railroad- 
building  contracts.  The  vessel  was  launched 
April  6th,  1871,  and  great  things  were  predicted 
for  her.  When  tried  she  was  found  to  be  little, 
if  any,  better  than  Cambria,  but  believing  that  she  would  do  better 
later,  and  was  more  suited  to  American  waters  than  his  former 
challenger,  Mr.  Ashbury  decided  to  bring  her  over. 

In  Livonia  could  be  seen  the  verification  of  the  old  saying 
that  imitation  is  the  sincerest  flattery.  She  was  as  like  an 
American  schooner  as  her  builder  could  well  make  her,  without 
throwing  overboard  all  his  principles  of  English  design.  Some  of 
the  traits  of  Cambria  were  present  in  her,  but  there  were  more  of 
Sappho's.  The  vessel  had  a  full,  rouuded  midship  section,  a  long 
bow,  straight  sheer,  and  a  fairer  counter  than  most  English  schoon- 
ers, while  she  was  heavily  sparred,  with  sails  of  American  cotton, 
having  a  total  area  of  18,153  square  feet,*  the  greatest  sail-spread 
ever  carried  by  a  challenger  for  the  cup.  Livonia  was  264  tons 
register,  115  feet  2  inches  long  between  perpendiculars,  127  feet 
over  all,  106  feet  6  inches  water-line,  23  feet  7  inches  beam,  and 
drew  12  feet  6  inches  of  water.  Her  timbers  were  of  oak,  and  her 
planking  of  American  elm  to  the  water-line,  and  oak  and  teak 
above.  Her  mainmast  was  68  feet  long  from  deck  to  hounds,  and 
her  foremast  64  feet.  Her  squaresail  yard  was  64  feet  long. 
She  carried  a  lug  foresail,  and  steered  with  a  tiller.  Her  jibs  were 
not  attached  to  the  stays  when  set. 

No  uneasiness  was  caused  among  yachtsmen  by  the  news  Mr. 
Ashbury  was  building  this  schooner,  and  no  vessel  was  built  to 
meet  her,  it  being  the  purpose  of  the  New-  York  Yacht  Club  to 
rely  on  material  in  hand. 

Mr.  Ashbury's  correspondence  with  the  club  over  the  details 
of  his  challenge,  and  the  races  to  be  sailed  under  it,  was  notable 

*  The    area    of    Livonia's  sails,    as    given    in  forestaysail  984,  jib   1107,  balloon-jib  1346,  main- 
Huni's   Yachting  Magazine  of  July,    1871,    from  topsail  I147,  foretopsail  696,  jib-topsail  920,  square- 
figures  secured  from   their  maker,  C.  Ratsey,   was  sail  3249,  spinnaker,  2676. 
as    follows:  Mainsail   3458    sq.    ft.,   foresail   1570, 

[59] 


[-S7.]  THE  LAWSON  HISTORY 

chiefly  for  its  acrid  character,  though  it  bore  good  fruit  in  many 
respects. 

Mr.  Ashbury  went  baclv  to  England  in  1870  feeling,  as  he 
afterward  expressed  himself  to  the  New  York  Yacht  Club,  that 
the  conditions  under  which  he  sailed  in  that  year  were  such  that 
he  had  "  faint  hope  of  winning  "  when  he  began,  and  sailed  chiefly 
because  he  did  not  wish  to  protest  after  coming  so  far  for  a  race. 

He  therefore,  in  correspondence  with  Commodore  Bennett,  in 
the  winter  of  1870-71,  urged  on  the  club  the  need  of  sailing  a 
representative  vessel  against  a  challenger,  instead  of  a  fleet.  In- 
terpretation of  the  deed  of  gift  on  the  point  involved  was  left,  in 
March,  1871,  to  Mr.  George  L.  Schuyler,  surviving  donor  of  the 
cup,  whose  ruling  ^\■as  accepted  by  the  club  as  final.  Mr.  Schuy- 
ler's letter  to  the  club  contained  the  following  paragraphs  : 

"I  think  that  any  candid  person  will  admit  that  when  the 
owners  of  the  America  sat  down  to  \\'rite  their  letter  of  gift  to  the 
New  York  Yacht  Club,  they  could  hardly  be  expected  to  dwell  upon 
an  elaborate  definition  of  their  interpretation  of  the  word  'match,' 
as  cUstinguished  from  a  '  sweepstakes '  or  regatta  ;  nor  would  he 
think  it  very  likely  that  any  contestant  for  the  cup,  under  condi- 
tions named  by  them,  should  be  subjected  to  a  trial,  such  as  they 
themselves  had  considered  unfair  and  unsportsmanlike.   .    .    . 

"It  seems  to  me  that  the  present  ruling  of  the  club  [to  sail  a 
fleet  against  a  challenging  vessel]  renders  the  America's  trophy 
useless  as  a  challenge  cup.    .   .    ." 

Here  was  a  step  toward  the  light.  The  club  on  March  24th, 
1871,  accepted  Mr.  Schuyler's  interpretation  of  the  deed  of  gift, 
and  resolved  "that  we  sail  one  or  more  representative  vessels, 
against  the  same  number  of  foreign  challenging  vessels." 

Mr.  Ashbury  formally  opened  the  subject  of  a  second  chal- 
lenge by  a  cable  message  to  Commodore  Bennett,  as  follows  : 

London,  May  27,  1871. 
Bennett,  Ncav  York. 

The  question  of  your  champion  vessel  being  settled,  I 
now  propose  giving  the  stipulated  six  months'  notice.  If  the 
club  \vaives  this  condition  the  Livonia  \\  ill  start  for  New  York 
in  September. 

The  reply  of  Commodore  Bennett  was  as  follows  : 

New  York,  May  31. 
AsHBURv,  London. 

Your  dispatch  has  been  received.  What  do  you  mean 
by  "  if  the  club  waives  this  condition"?  Please  answer 
immediately. 

[60] 


'~''^*5?- 


o/THE  AMERICA'S  CVP  [■^7.] 

This  was  followed  by  the  appended  telegrams  : 

London,  May  31. 
Bennett,  New  York. 

Six  months'  notice  required.  This  condition  waived,  the 
Livonia  would  leave  in  September. 

New  York,  June  1. 
AsHBURY,  London. 

Will  call  meeting  at  the  club  and  telegraph  you  result. 
What  month  do  you  wish  to  race  in  ? 

London,  June  1. 
Bennett,  New  York. 

Propose  racing  for  the  cup  in  October,  as  Livonia  will 
leave  the  first  week  in  September. 

New  York,  June  7. 
AsHBURY,  London. 

The  New  York  Yacht  Club  consents  to  waive  the  six 
months'  notice,  and  accepts  jour  challenge  as  representative 
of  Royal  Harwich  Yacht  Club  to  race  for  America's  cup  next 
October.  Name  day  in  October  you  desire  to  race,  and 
answer  immediately. 

This  correspondence  is  given  here  in  full  because  of  impor- 
tance subsequently  attached  to  it.  The  New  York  Yacht  Club 
held  that  it  constituted  a  challenge  from  the  Royal  Harwich  Yacht 
Club,  of  which  Mr.  Ashbury  was  commodore,  and  whose  flag 
Livonia  flew.  Mr.  Ashbury  notified  the  club,  however,  that  he 
would  come  as  the  representative  of  the  "several  clubs"  honor- 
ing him  with  certificates  of  representation.  The  New  York  Yacht 
Club  did  not  understand  his  reference  to  "several  clubs"  and 
asked  for  an  explanation.  Writing  under  date  of  August  12th, 
Mr.  x\shbury  reviewed  the  correspondence  to  date,  and  stated 
that  he  would  sail  as  the  representative  of  twelve  clubs  in  a  series 
of  twelve  races,  one  for  each  club,  seven  out  of  twelve  to  win,  and 
the  cup  to  go  to  the  club  under  whose  colors  he  sailed  in  the  win- 
ning race.  He  named  the  following  clubs  as  having  given  him 
certificates  of  representation  :  The  Royal  Albert,  the  Royal  York- 
shire, the  Royal  Victoria,  the  Dart  Victoria,  the  Royal  Harwich, 
the  Royal  Western  of  England,  the  Royal  Western  of  Ireland,  the 
Barrow  Western  of  Ireland,  the  Royal  Mersey,  the  New  Thames, 
the  Royal  Thames,  and  the  Royal  London. 

The  substance  of  his  communication  was  as  follows  : 


I  admit  the  riarht  of  the  New  York  Yacht  Club  to  send  an 


y 


yacht  thev  please  for  anv  or  all  races;  but  inasmuch  as  cen- 

■[61] 


[■«7.]  THE  LAWSON  HISTORY 

tre-board  yachts  are  not  admissible  in  England,  I  am  satisfied 
that  a  powerful  centre-board  yacht  would  generally  be  looked 
upon  as  not  being  a  fair  test  against  a  sea-going  keel  yacht. 
The  New  York  Yacht  Club  possesses  many  large  racing  keel 
yachts  of  about  the  same  size  or  larger  than  the  Livonia.  I 
therefore  suggest  that  the  club  fix  on  one  as  near  as  possible 
the  same  size  as  the  Livonia.  As  regards  the  course  for  the 
series  of  twelve  races,  for  which  certificates  are  herewith  en- 
closed, I  must  be  allowed  to  object  to  the  New  York  Yacht  Club 
course  as  not,  in  my  judgment,  being  a  fair  course  for  a  for- 
eign yacht,  and  I  therefore  propose  that  we  sail  from  a  mark- 
boat  off  Sandy  Hook  Point  three  times  round  the  Sandy  Hook 
lightship  and  back,  the  club  having  the  power  to  modify  the 
course.  I  feel  there  will  be  no  difficulty  in  confirming  this 
suggestion  or  arranging  one  on  my  arrival  to  the  satisfaction 
of  all  concerned.  The  committee  to  be  informed  by  the  club 
to  fix  beforehand  the  days  on  which  the  several  races  shall 
take  place;  and  if  the  Livonia  should  win  a  majority  of  races, 
the  cup  would  then  go  to  the  club  under  whose  flag  I  sailed 
in  the  last  and  final  race,  and  would  be  held  by  the  commo- 
dore ex  officio  until  won  by  some  other  royal  or  recognized 
yacht  club  in  England  or  elsewhere.  I  beg  to  remain  your 
obedient  servant, 

James  Ashbury, 
Comwodore  of  the  Royal  Hanvich  Yacht  Club,  and  member  of  the 
twelve  aforenamed  yaclit  clubs. 

This  communication  was  received  by  Commodore  Bennett 
while  at  Newport,  and  on  August  27th  an  informal  meeting  of 
club  members  was  held  on  board  Dauntless  to  consider  it.  An 
entirely  new  light  was  put  on  the  matter  by  Mr.  Ashbury's  atti- 
tude, the  club  having  stated  that  it  would  sail  against  his  vessel  as 
the  representative  of  one  club  only,  the  Royal  Harwich.  As 
Livonia  was  about  due  to  sail  from  England,  (she  left  Portland  Sep- 
tember 2d),  the  club  members  decided  there  was  not  enough 
time  to  settle  the  question  before  Mr.  Ashbury's  departure  for  this 
country,  and  while  \oting to  sail  twehe  races  with  him,  they  left  for- 
mal ratification  of  their  action  to  the  club,  at  its  next  regular  meet- 
ing. This  meeting  did  not  take  place  until  October  4th,  by  which 
time  Mr.  Ashbury  had  arrived  in  this  country  with  Livonia,  which 
reached  New  York  October  1st.  On  October  4th  the  club  adopted 
the  following  resolution  : 

We  hereby  recommend  that  this  club  sail  the  series  of 
twelve  races,  or  other  number  as  may  be  mutually  agreed 
upon,  with  the  Livonia,  as  the  representative  of  the  Roval 

[62] 


of  THE  AMERICA'S  CVP  b^r^i 

Harwich  Club,  and  the  Royal  Harwich  Club  only;  and  that  a 
victory  in  a  majority  of  the  races  shall  decide  the  possession 
of  the  cup,  the  Royal  Harwich  being  the  only  foreign  yacht 
club  whose  challenge  has  been  accepted  by  the  New  York 
Yacht  Club. 

At  the  same  meeting  a  cup  committee  was  appointed,  consist- 
ing of  Moses  H.  Grinnell,  chairman,  Sheppard  Granby,  Robert 
S.  Hone,  Philip  Schuyler  and  Charles  A.  Minton.  This  committee 
cited  a  point  in  international  racing  ethics  that  had  always  been 
Avell  defined  in  sports  generally,  and  has  always  been  lived  up  to 
in  the  America's  cup  matches.     It  was  as  follows  : 

"  It  is  a  well  established  principle  in  regard  to  challenge  cups 
or  trophies  of  any  kind,  that  when  under  acceptance  of  a  challenge 
from  any  one  party  no  action  can  be  taken  with  any  other  until 
the  existing  issue  is  decided." 

The  committee  therefore  ruled  that  the  club  could  not  sail 
against  twelve  clubs,  and  pointed  out  that  Mr.  Ashbury  over- 
looked "  the  fact  that  the  deed  of  gift  of  the  cup  carefully  guards 
against  any  such  sharp  practice." 

This  was  blunt  language,  and  it  incensed  Mr.  Ashbury.  He 
was  convinced  that  he  had  the  right  to  sail  twelve  races  for  as  many 
clubs.  Advice  given  him  by  Mr.  Dixon  Kemp,  vachting  editor  of 
the  London  Field,  and  an  authority  on  the  sport,  though  a  partisan 
whose  judgment  was  not  always  unbiassed,  undoubtedly  influenced 
Mr.  Ashbury,  who  on  October  5th  wrote  the  committee,  from  the 
Brevoort  House,  New  York,  as  follows: 

My  ultimatum  is  that  all  12  races  must  be  sailed,  not 
only  as  a  matter  of  right,  but  as  I  think,  as  an  act  of  courtesy 
and  consideration  to  me  ;  seeing  that  the  masts  of  Livonia 
were  reduced  to  cross  the  Atlantic,  as  yet  the  sails  are  un- 
bent, the  trim  of  the  vessel  as  a  consequence  requires  to  be 
found,  and  it  will  take  at  least  4  or  5  races  to  get  the  Livo- 
nia's exact  time.  A  decision  to  reduce  the  12  races  will 
result  in  the  Livonia's  at  once  returning  to  England  without 
any  race,  either  public  or  private;  or,  I  may  have  to  consider 
Avhether  I  am  not  under  the  circumstances  quite  justified  in 
exercising  my  rights,  by  giving  you  notice  that  as  you  decline 
12  races,  7  out  of  12  to  win,  I  have  no  alternative  but  to  act 
strictly  up  to  the  deed  of  trust  by  which  you  hold  the  cup, 
viz.,  by  sailing  the  12  races  on  behalf  of  as  many  clubs  against 
your  champion  vessel  —  keel  boat  or  centre-board,  as  you  may 
select ;  and  the  first  race  Li\'onia  won  I  should  in  that  case 
formally  and  officially  claim  the  cup  on  behalf  of  the  club 
whose  flag  I  sailed  under. 

[63] 


[■«7.]  THE  LAWSON  HISTORY 

In  this  letter  Mr.  Ashbury  advanced  a  proposal  to  sail 
'  against  twelve  of  the  largest  and  fastest  vessels  in  America,  any 
form  or  shape  you  like."  The  committee  had  selected  four  ves- 
sels from  which  to  make  a  selection  for  the  races  against  Livonia. 
Mr.  Ashbury  proposed  that  if  he  sailed  against  them  it  should  be 
in  three  races  against  each,  on  dates  set  in  advance. 

As  the  question  of  what  club  Mr.  Ashbury  was  to  represent 
was  still  open,  the  New  York  Yacht  Club  obviously  could  make  no 
arrangements  until  it  should  be  settled.  On  October  9th,  the  cup 
committee  therefore  notified  Mr.  Ashbury  that  as  no  agreement 
had  been  reached,  he  had  the  right  under  the  deed  of  gift  to  sail 
one  race  over  the  club  regatta  course,  "as  the  representative  of 
the  Royal  Harwich  Yacht  Club  onlv." 

The  next  day  the  club  passed  this  resolution  : 

Besolved — That  the  special  committee  be  instructed  to 
arrange  with  Commodore  Ashbury,  as  representative  of  the 
Royal  Harwich  Yacht  Club  onl\-,  a  series  of  races  to  deter- 
mine the  possession  of  the  America's  cup,  to  consist  of  three 
races  over  the  New  York  Yacht  Club  course,  and  three  races 
over  an  outside  course,  20  miles  from  the  lightship  and  return. 
In  case  of  a  tie,  another  race  over  one  of  the  above-named 
courses,  to  be  decided  by  the  committee,  shall  be  sailed.  In  * 
all  other  matters  the  races  shall  be  subject  to  the  rules  and 
regulations  of  the  New  York  Yacht  Club.  The  winning  of 
a  majority  of  the  races  shall  determine  the  possession  of  the 
cup. 

This  resolution  was  sent  to  Mr.  Ashbury,  with  notice  that  it 
was  final  and  the  request  that  his  reply  be  an  acceptance  or  refusal 
of  the  offer. 

Mr.  Ashbury's  reply  was  received  the  same  day,  and  it  was 
neither.      He  stated  : 

"I  have  decided  to  forthwith  send  Livonia  back  to  England, 
or  to  sail  under  the  Royal  Albert  Yacht  Club  flag  over  the  N.  Y. 
Y.  C.  course  and  claim  the  cup,  failing  any  single  yacht  being 
there  to  contend  for  it.  If  your  representative  vessel  should  be 
at  the  station  and  win,  the  Livonia  will  continue  through  the  series 
according  to  the  number  given  in  the  challenge,  and  the  first  time 
she  wins  I  should  formally  and  officially  claim  the  cup  for  the  club 
whose  flag  I  had  sailed  under." 

This  communication  was  signed  "James  Ashburv,  Royal  Har- 
wich Yacht  Club,  and  member  of  the  12  yacht  clubs."      The  cup^ 
committee  held  that  it  was  not  a   reply  to  its  communication  of 
October   10th,   as    he    proposed  sailing  under   the    Royal    Albert 
Yaclit  Club   flag,   "  a  club  with  which   we   have   as  yet    had  no 

[  64  ] 


wf*^ 


.9/ THE  AMERICA'S  CVP  [-^y.] 

correspondence."  It  therefore  again  referred  Mr.  Ashbury  to  his 
right  to  sail  one  race  over  the  ckib  course. 

To  this  Mr.  Ashbury  repUed  with  a  very  long  letter,  devoted 
chiefly  to  an  argument  that  the  New  York  Yacht  Club  committed 
itself  to  sail  twelve  races  with  him,  as  representative  of  as  many 
clubs,  by  its  acceptance  of  his  "challenge  of  August  I2th."  He 
informed  the  club  that  if  it  had  not  intended  to  sail  the  races  on  his 
terms  it  should  have  so  notified  him  before  he  left  England.  He  did 
not  admit  the  club's  contention  that  his  telegrams  to  Commodore 
Bennett  constituted  in  themselves  a  challenge.  His  real  challenge, 
he  declared,  was  dated  August  12th. 

At  the  end  of  his  letter  Mr.  Ashbury  proposed  to  sail  seven 
races,  three  over  the  club  course,  and  four  outside,  as  the  repre- 
sentative of  the  Royal  Albert  Yacht  Club,  or  failing  this,  to  sail 
one  race  over  the  club  course  on  October  14th,  according  to  the 
deed  of  gift. 

To  this  the  committee  sent  a  sharp  reply,  saying,  "  for  the 
purpose  of  securing  a  race,"  it  was  willing  to  return  to  its  proposal 
of  October  10th,  to  sail  seven  races,  and  adding : 

"  The  N.  Y.  Y.  C.  desire  to  be  distinctly  understood  that  they 
sail  these  races  with  j'ou  as  the  representative  of  the  Royal  Har- 
wich Y.  C.  only.  Please  answer  in  the  affirmative  or  negative  to 
this  letter  ;  if  in  the  latter,  this  letter  ends  all  correspondence  except 
the  right  you  can  claim  according  to  the  deed  of  gift,  namely,  the 
one  day  and  the  one  race  over  the  usual  course  for  the  annual 
regatta  of  the  N.  Y.  Y.  C.  It  is  to  be  understood  that  in  this  case 
you  represent  the  Royal  Harwich  Y.  C.  only." 

Mr.  Ashbury  accepted  this  ultimatum,  and  a  series  of  races  was 
arranged  on  the  committee's  terms,  four  out  of  seven  to  win,  to  be 
sailed  as  follows  :  October  16th,  over  the  club  course  ;  October 
18th,  twenty  miles  to  windward  from  Sandy  Hook  light- vessel  and 
back  ;  October  19th,  over  the  club  course  ;  October  21st,  from 
the  light-vessel  twenty  miles  and  back  ;  October  23d,  over  the 
club  course  ;  October  24th  and  25th,  from  the  light-vessel  twenty 
miles  and  back. 

It  is  difficult  to  understand,  at  this  time,  Mr.  Ashbury's  motive 
for  so  insistently  demanding  the  privilege  of  sailing  for  twelve  clubs 
with  one  vessel.  His  attitude  might  be  explained  perhaps  by  the 
fact  that  he  believed  the  New  York  Yacht  Club's  resolution  to  sail 
against  him  with  more  than  one  vessel  unfair,  —  as  it  certainly 
appears  to  have  been,  on  its  face,  —  and  that  he  was  justified  in 
making  every  possible  effort  to  equalize  conditions.  English 
yachtsmen  never  quite  forgave  this  club's  action  in  reserving  four 
vessels  to  sail  against  one.  Sir  George  Leach,  writing  in  1894, 
("  Recollections  of  Schooner  Racing,"  Badmington  Library),  said 
of  it  :  "This  was  so  manifestly  giving  an  undue  advantage  to 
5  [65] 


[■^7.]  THE  LAWSON  HISTORY 

the  holders  of  the  cup  that  it  was  surprising  such  good  sportsmen 
as  the  Americans  siiould  not  have  seen  the  one-sidedness  of  the 
reservation." 

The  cup  committee  reserved  the  schooners  Cokimbia,  Sappho, 
Dauntless  and  Palmer  to  race  against  Livonia.  Columbia, 
owned  by  Franklin  Osgood,  was  a  centre-board  vessel  107.11  feet 
over  all,  96  feet  on  the  water-line,  25.1  feet  beam,  8.3  depth 
and  6  feet  draft  without  her  board.  She  was  built  in  1871  by 
J.  B.  Van  Deusen,  and  was  specially  adapted  to  light  and  moder- 
ate breezes.  Palmer,  owned  by  Rutherford  Stuyvesant,  was  a 
centre-board  schooner  110.9  feet  long,  104.3  on  the  water-lme, 
24.2  feet  beam,  and  10.3  feet  deep.  She  was  built  by  Byerly  & 
Son  at  Philadelphia,  in  1865.  She  was  not  called  upon  to  sail  in 
the  series  against  Livonia,  though  held  in  reserve.  Sappho  and 
Dauntless  have  already  been  described. 

The  first  race  in  the  series  was  sailed  October  16th  in  a  light 
northwest  wind.  Sappho  and  Columbia  were  at  the  line  when  the 
cup  committee  arrived  and  named  the  latter,  which  was  the  better 
light-weather  boat,  to  sail  against  the  British  yacht  in  the  first 
race. 

Columi^ia  took  the  lead  at  the  start,  running  very  fast  with  her 
centre-board  up.  At  the  Narrows  she  was  three  minutes  ahead  of 
Livonia,  and  at  the  light-vessel  nearly  fifteen  minutes.  The 
race  was  in   no  way  noteworthy.      A  large  crowd  witnessed   it. 


1  he  summary  : 

Start 

5.  w.  Spit 

Lighl- 
Vcsscl 

S.  W.  Spit 

Finish 

Elapsed 
Time 

Corrected 

Time 

H.  M.  s. 

H.    M.   S. 

H.    M.   S. 

H.  M.  S. 

H.  M.  5. 

H.  M.  s. 

H.  M.  S. 

Columbia   .            .      10.40.00 

12.04.00 

'•^3-53 

3-50-I3 

4- 57-41 

6.17.42 

6.19. 41 

Livonia       .      .      .      10.40.00 

12.08.27 

1.38.31 

4.19.50 

5.23.00 

6.43.00 

6.46.45 

Columbia  won  by  25  m.  IBs.  actual  time,  and  27  m.  4  s.  cor- 
rected time. 

In  the  next  race,  sailed  on  the  18th  of  October,  Mr.  Ashbury 
was  given  ground  for  complaint  that  led  to  further  unpleasantness. 

Columbia  was  again  chosen  to  sail  against  Livonia.  The 
course  was  to  have  been  twenty  miles  to  leeward  E.  N.  E.  from 
Sandy  Hook,  and  return,  but  as  laid  out  it  was  only  fifteen  miles. 
The  wind,  at  the  start  fresh  southwest,  rose  to  a  moderate  gale 
after  backing  to  W.  N.  W.  This  gave  a  reach  to  the  mark  with 
the  wind  over  the  port  quarter,  and  another  reach  home,  and  not, 
as  agreed,  a  race  to  leeward  and  windward,  or  the  reverse. 

Columbia  won  the  race,  and  Mr.  Ashbury  entered  a  protest, 
on  the  ground  that  Columbia  rounded  the  outer  mark  contrary  to 
instructions.  His  protest  was  not  considered  favorably  by  the 
regatta  committee.  As  there  was  a  warm  controversy  at  the  time 
over  its  merits,  the  subject  is  worthy  of  study. 

Capt.  Roland  F.  Coffin,  a  yachting  authority  of  that  day,  sailed 

[66] 


of  THE  AMERICA'S  CVP 


[.87,] 


on  Columbia  in  this  race,  and  thus  describes  it,  in  his  book,  "  The 
America's  Cup,"  (Scribners',  1885)  : 

"  Previous  to  the  start,  when  the  owner  of  the  Columbia 
brought  the  written  instructions  on  board,  his  captain  after  reading 
them  said,  '  There  is  no  direction  as  to  the  turning  mark,  how 
shall  I  turn  it?  '  '  I  '11  go  and  see,'  said  Mr.  Osgood,  and  getting 
into  his  gig  again  he  went  on  board  the  committee  boat  and  returned 
with  the  instruction,  '  Turn  as  you  please.' 

"  With  a  cracking  breeze  four  points  abaft  the  beam,  and  \\ith 
all  kites  aloft  [i.e.:  club-topsails,  main  topmast-staysails,  flying-jibs, 
balloon-jibs  and  balloon-jibtopsails] ,  the  yachts  went  flying  oft",  the 
Livonia,  which  had  started  a  couple  of  minutes  ahead,  keeping  her 
lead  for  the  whole  reach.  In  England,  the  rule  is  :  When  no  in- 
struction is  given,  to  leave  all  marks  on  the  starboard  hand.  To 
do  this  necessitated  a  gybe  at  the  outer  mark,  and  with  the 
Livonia's  big  sprit-topsail  aloft  this  was  a  serious  matter,  and  had 
he  known  that  he  was  at  liberty  to  turn  the  mark  either  way,  of 
course  the  captain  of  the  Livonia,  a  thorough  seaman,  would  have 
luffed  around  ;  but  he  did  not  ;  he  was  leading,  and  believing  that 
he  must  lea\'e  the  mark  on  the  starboard  hand,  he  did  so,  gybing 
around  it  all  standing,  at  the  imminent  risk  of  losing  his  topmast. 
Of  course,  with  all  sheets  flowing,  he  went  far  to  leeward  of  the 
mark,  and  in  so  stiff"  a  breeze  had  to  luff"  to  and  trim  flat  for  the 
beat  home. 

"The  Columbia  meanwhile,  whose  captain  did  know  that  he 
could  turn  the  mark  either  way,  cut  in  'twixt  the  mark-boat  and 
the  Livonia's  stern,  and  tacked  around  the  mark,  cleverly  getting 
her  sheets  aft  in  the  act  of  tacking,  and  starting  on  the  home 
stretch  away  up  on  her  opponent's  weather  quarter. 

"The  wind  had  hauled  sufficiently  for  the  yachts  to  lay  their 
course  to  the  light-vessel  without  tacking,  and  was  now  a  moderate 
gale.  Columbia  stowed  her  topsails  and  reefed  her  foresail  for  the 
reach  home.  Livonia  hung  on  to  her  foretopsail,  but  took  in  her 
maintopsail  and  jib-topsail.  She  made  better  weather  of  it  than 
Columbia,  but  failed  to  hold  her  rival,  who  won  handily." 

The  summary  of  the  race  was  as  follows  : 


Elapsed 

Corrected 

Start 

Outer  Mark 

Finish 

Time 

Time 

H.   M.  S. 

H.    M.    S. 

H.   M.  s. 

H.  M.  s. 

H.    M.   S. 

Columbia 

■        •        1105    3654 

1,32,10 

3,07,15 

3,01,38^ 

3,07,411^ 

Livonia     . 

12.03  lOj^ 

1. 31. 00 

3,10,10 

3. 06,49  >^ 

3.i8.i5>^ 

Columbia  won  by  5  m.  11  s.  actual  time,  and  10  m.  33^  s. 
corrected  time,  establishing  a  racing  record  for  thirty  miles  that 
has  not  yet  been  broken  in  cup  matches. 

Mr.  Ashbury's  protest,  sent  to  the  regatta  committee  imme- 
diately after  the  race,  was  as  follows  : 

[67] 


[■sy]  THE  LAWSON  HISTORY 

October  18,  1871. 
To  THE  Sailing  Committee  of  the  New  York  Yacht  Club  : 
Getitlemen  :  —  I  here\\  ith  claim  to-day's  race  for  Livonia  on 
tlie  ground  that  Columbia  rounded  the  stake-boat  (steamer) 
contrary  to  your  sailing  regulations.  Li\onia  was  gybed 
round  the  mark-boat  on  the  starboard  hand,  while  Columbia 
winded  round  on  the  port  hand,  passing  to  southward  and 
westward.  By  doing  this  the  latter  gained  a  great  advantage 
over  Livonia,  as  she  came  out  some  distance  to  windward, 
and  the  yachts  could  not  at  that  time  lay  their  course  to  the 
Sandy  Hook  lightship.  Of  course  it  would  be  impossible  to 
say  now  whether  the  result  would  have  been  different  had 
Columbia  left  the  mark-boat  on  the  starboard  hand,  but  I  am 
entitled  to  make  a  protest  against  tlie  race  being  awarded  to 
her  on  tv\'0  sufficient  grounds  :  firsth',  by  rounding  contrary 
to  30ur  instructions  she  did  gain  a  palpable  advantage  over 
Livonia  ;  and  secondly,  in  the  interest  of  general  match  sail- 
ing and  the  danger  of  \'iolating  such  regulations  by  the  most 
obvious  unfairness.  It  is  with  great  reluctance  that  I  make 
such  protest,  especially  as  I  never  made  a  protest  in  m)^  life 
before  this  one  and  the  two  under  which  I  am  sailing  this 
series  of  races.  But  I  am  confident  that  you  will  admit  that 
I  am,  under  the  circumstances,  fully  justified  in  claiming  the 
race.  Yours  truly, 

James  Ashbury. 

It  would  appear  that  Mr.  Ashbury  forgot  his  protest  in  the 
Sappho  match  of  1868  when  writing  the  above. 

The  regatta  committee  made  the  following  reply  : 

James  Ashburv  Esq . , 

Commodore  Royal  Hcnivich  Yacht  Club  : 
Dear  Sir:  —  Your  protest  of  the  18th  inst.  is  duly  received 
and  has  been  laid  before  the  committee.  I  am  directed  to 
state  that  it  cannot  be  entertained.  The  sailing  regulations 
for  the  outside  course,  a  printed  copy  of  w  hich  \\  as  furnished 
to  you,  leaves  the  matter  of  turning  the  stake  optional. 
I  am  yours  truly, 

Charles  A.   Minton,  Secretary. 

A  writer  in  The  Spirit  oftheTimes^  which  paper  voiced  the  best 
sentiments  of  the  American  press  in  yachting  at  that  period,  said 
of  the  committee's  decision  : 

"  We  do  not  say  that  this  (the  movement  at  the  stake-boat) 
gave  her  (the  Columbia)  the  race,  for  as  her  winning  time  was 
8  m.,  it  is  not  probable  that  this  made  all  that  difference,  but  it 

[68] 


li 


-  -^- 


/^  OK  THE  -». 

I    UN/VERS/TY    3 

OF 


<9/THE  AMERICA'S  CVP 


[,87.] 


helped  ;  and  at  any  rate,  as  it  was  clear  that  one  captain  had  ex- 
plicit instructions  which  the  other  did  not  have,  Mr.  Ashbury  was 
perfecdy  justified  in  asking  for  another  race,  the  committee  was 
at  fault  in  not  acceding  it  to  him. 

"Had  this  concession  been  made,  there  would  have  been  no 
protest  from  Mr.  Ashbury,  and  the  committee  ran  no  risk  in  mak- 
ing it,  for  either  of  the  four  yachts  could  have  beaten  the  Livonia. 
.  .  .  However,  it  was  refused,  and  the  club  has  had  to  bear  the 
odium  of  the  fault  of  its  committee.  That  the  course  was  not  full 
forty  miles,  is  shown  by  the  time,  3  h.  1  m.  10  s.,  and  while  this 
was  an  added  reason  for  another  race,  the  fact  that  it  was  not  a 
race  to  windward  for  half  of  the  course,  was  the  third  reason." 

J.  D.  Jerrold  Kelley,  in  his  "  x\merican  Yachts,"  has  this  to 
say  on  the  subject : 

"It  would  have  been  better  perhaps,  as  it  always  is  under 
similar  circumstances,  if  they  (the  committee)  had  accorded  a 
visiting  yachtsman,  who  had  twice  pluckily  crossed  the  ocean,  the 
benefit  of  the  doubt  which  did,  and  does,  exist,  as  to  the  fairness 
of  this  competition.  Mr.  Ashbury  did  not  claim  the  victory  then, 
but  asked  for  another  race,  and,  Messieurs,  you  should  have  given 
it  to  him. 

"Unfortunately,  he  fell  into  the  hands  of  the  Scribes,  and 
there  was  a  rattling  newspaper  skirmish  all  along  the  line,  which, 
while  setding  nothing,  irritated  right-thinking  men,  who  finding 
what  they  called  logic  unavailing,  simply  viewed  the  discussion 
from  a  national  standpoint." 

The  America's  cup  committee  of  the  New  York  Yacht  Club 
made  the  following  report  on  this  race  : 

Wednesday,  Oct.  18,  —  Outside  course,  20  miles  from 
light-ship  and  return,  to  sail  to  windward  going  or  returning  ; 
yacht  selected,  Columbia  ;  heavy  wind.  Columbia  wmner  by 
10  m.  33  s.  The  committee  regrets  to  be  obliged  to  report 
Mr.  Ashbury's  dissatisfaction  with  their  decision  in  this  race. 

From  its  inauguration  to  the  present  time,  in  all  matches 
sailed  under  the  rules  of  this  club,  it  is  a  settled  rule  that  the 
manner  of  turning  a  stake-boat  or  mark  of  any  kind  is  optional 
unless  specified  to  the  contrary.  For  this  reason  it  is  custom- 
ary, when  sailing  in  regattas  or  sweepstakes,  to  specify  the 
manner  of  turning  a  stake-boat,  in  order  to  lessen  the  danger 
of  collision,  when  a  large  number  of  vessels  are  competing  in 
a  race.  But  in  matches  between  two  vessels,  of  which  many 
have  been  sailed  under  club  rules,  it  has  never  been  custom- 
ary to  do  so.  As  far  as  it  is  known  to  your  committee  the 
same  rule  holds  good  in  England  now.  It  can  be  stated  with 
certainty,  however,  that  such  was  the  rule  when  the  America 

[69] 


[■«7.]  THE  LAWSON  HISTORY 

won  the  cup  in  1851.  August  23d,  1851,  the  day  after  the 
race  for  the  cup,  Capt.  Ackers,  of  the  yacht  Brilliant,  sent  a 
protest  to  the  commodore  of  the  Royal  Yacht  Squadron  against 
awarding  the  cup  to  the  America,  on  the  ground  that  she  had 
passed  inside  instead  of  outside  of  the  Nab  light,  the  latter 
course  being  the  usual  one  in  the  annual  regattas  of  the 
Royal  Yacht  Squadron,  which  was  the  course  selected  for  this 
contest.  The  committee  having  ascertained  that  the  written 
instructions  to  Commodore  Ste\'ens  did  not  mention  the  man- 
ner of  turning  tlie  Nab,  decided  unanimous)}  against  the  pro- 
test, on  the  ground  that,  when  not  specified  to  the  contrary, 
the  manner  of  turning  any  mark  or  stake-boat  was  optional. 
On  the  28th  of  August,  1851,  the  America  sailed  a  private 
match  with  Mr.  Stephenson's  schooner  Titania,  twenty  miles 
before  the  wind  and  back,  the  Earl  of  Wilton,  Commodore 
of  the  Ro3al  Yacht  Club  Squadron,  being,  by  desire  of  Mr. 
Stevens,  the  sole  umpire  of  the  race.  The  America,  going 
down  before  the  wind,  rounded  the  mark  steamer  precisely 
as  the  Columbia  did  in  tlie  present  instance  —  that  is,  leaving 
it  on  the  port  hand  and  luffing  up  on  the  port  tack.  The 
Titania  was  nearly  five  minutes  behind,  and  therefore  had 
ample  time  to  turn,  lea\ing  the  steamer  on  the  starboard 
hand,  as  the  Livonia  did,  and  thus  might  have  claimed  the 
stakes  under  a  protest.  Mr.  Stephenson,  however,  followed 
the  America's  track,  and  although,  as  the  pre\ious  contest 
shows,  our  English  brother  3'achtsmen  were  c[uite  ready  with 
protests,  no  cjuestion  was  raised  by  him  or  by  the  umpire  or 
by  any  outsider  on  the  ground  now  claimed  b}'  Mr.  Ashbury 
as  the  authorized  rule.  The  committee  have  dwelt  at  some 
length  on  this  matter  because,  akhough  bv  the  rules  of  this 
club  there  is  no  ajDpeal  from  their  decision,  Mr.  Ashburj-  not 
only  declined  to  accept  it  as  final,  but  made  it  the  foundation 
of  communications  to  them  through  the  press,  which  were  of 
a  disagreeable  character  generally,  threatening  to  appeal  to 
tribunals  unknown  to  this  club  for  redress  against  what  he 
deemed  unjust  treatment.  The  friendly  relations  which  from 
an  early  period  in  its  history  have  existed  between  the  club 
and  the  Royal  Harw  ich  of  England,  have  induced  the  com- 
mittee to  take  no  notice  of  the  communications  referred  to, 
presimiing  they  would  not  be  indorsed  by  the  club,  Mhich,  in 
other  respects,  Mr.  Ashburj^  has  represented  in  so  spirited 
manner,  and  they  are  on  that  account  not  incorporated  in  this 
report." 

Mr.  Ashbury  declined  in  writing  to  accept  this  decision  of  the 
committee. 

[70] 


of  THE  AMERICA'S  CVP 


[1871] 


It  was  the  purpose  of  the  committee  to  select  either  Palmer, 
Sappho  or  Dauntless  to  sail  in  the  third  race  of  the  series,  October 
19th,  but  through  accidents  or  unpreparedness  none  of  these  ves- 
sels was  available.  Palmer's  sails  were  torn,  and  her  rigging 
needed  setting  up,  and  Sappho  was  in  dock.  Dauntless  had  a 
rent  in  her  mainsail,  which  was  mended  while  the  committee 
waited.  When  being  towed  to  the  line  one  of  her  stays  was  fouled 
by  the  towing  hawser  and  carried  away,  which  put  her  out  for  the 
day.  Magic,  winner  of  the  cup  race  of  1870,  was  at  the  anchor- 
age, and  it  was  proposed  she  be  selected  to  sail  against  the  chal- 
lenger, since  the  vessels  reserved  were  not  ready.  Mr.  Ashbury 
agreed  to  sail  against  her,  "or  any  other  American  schooner," 
but  the  committee  decided  that  in  justice  to  him  it  should  hold  to 
one  of  the  four  vessels  previously  reserved  to  make  the  defence. 
It  therefore  pressed  Columbia  again  into  service,  on  her  arrival  at 
the  anchorage  from  Gravesend  Bay,  where  she  had  lain  the  night 
before. 

Columbia  was  no  more  in  condition  to  race  than  the  other  ves- 
sels. Her  rigging  was  in  need  of  setting  up  after  her  hard  race 
of  the  day  before,  her  foremast  was  sprung  at  the  hounds, 
and  her  crew,  not  expecting  to  be  called  on  again,  had  done 
nothing  to  prepare  for  another  race,  while  her  sailing-master, 
Nelson  Comstock,  was  hors  de  combat.  Hands  from  Dauntless 
were  sent  aboard  Columbia  to  help  her  crew,  while  Andrew  Com- 
stock, sailing-master  of  Magic,  and  brother  of  Nelson,  was  selected 
to  sail  the  vessel.  Besides,  there  was  an  array  of  amateur  talent 
on  board,  including  B.  F.  Osbon,  editor  of  The  Nautical  Gazette, 
Lester  Wallack,  the  actor,  and  Henry  Steers,  brother  of  George 
Steers,  designer  of  the  America.  It  is  interesting  to  note  under 
what  conditions  and  by  whom  the  vessel  was  sailed  that  day,  as 
this  is  the  only  race  in  more  than  fifty  years  of  sailing  for  the 
America's  cup  in  which  the  American  vessel  lost.  The  sailors  on 
Columbia  attributed  the  loss  of  the  race  to  "  too  many  amateurs." 

The  wind  from  the  start  was  fresh  from  the  southwest. 
Columbia  lost  three  minutes  at  the  start.  All  the  way  to  the 
Southwest  Spit  too  much  sail  was  carried  on  her.  In  one  puff  she 
went  down  to  the  sheer  poles,  and  all  hands  stood  by  to  jump, 
fearing  she  would  capsize.  In  another  her  fore-gafftopsail  split. 
At  the  Southwest  Spit  her  flying-jib  stay  went  by  the  board.  This 
caused  a  delay  of  six  minutes,  in  consequence  of  the  vessel  missing 
stays,  while  it  deprived  her  of  the  use  of  her  flying-jib  for  the  re- 
mainder of  the  race.  No  accidents  befell  Livonia,  whose  rig  was 
heavier  than  Columbia's,  and  she  led  the  way  to  the  light-vessel 
with  ease,  rounding  nearly  a  mile  in  the  lead  of  the  American 
schooner.  From  the  light-vessel  back  to  the  Hook,  Columbia  held 
her  own,  though  she  steered  extremely  hard,  with  a  full  mainsail  and 

.       [71] 


[■«7:]  THE  LAWSON  HISTORY 

not  enough  head-sail  to  give  her  a  proper  balance.  Had  the  main- 
sail been  reefed  inside  the  Hook  she  would  have  handled  better  when 
eased  off  for  the  home  run.  It  was  not,  and  in  a  few  minutes  the 
steering-gear  Ijroke  under  the  severe  strain,  the  standard  holding 
the  spindle  of  the  wheel  giving  way.  The  vessel  was  helpless  for 
some  minutes,  while  with  axes  her  nickel-l:)ound  mahogany  wheel- 
box  was  smashed,  in  order  that  a  tiller  might  be  rigged.  With 
an  improvised  tiller  the  course  was  again  taken,  but  the  tiller 
worked  badly,  and  troubles  increased,  through  the  parting  of  the 
maintopmast-staysail  sheet.  The  sail  slatted  itself  into  ribbons  on 
the  foot  before  it  could  be  taken  in.  At  4.59  Columbia  gave  up 
the  fight,  by  lowering  her  mainsail.  She  proceeded  home  under 
easy  sail,  being  beaten  by  Livonia  15  m.  10  s.  This  ended  Colum- 
bia's connection  with  cup  racing. 
The  summary  of  the  race  : 


S.  W.  Spil 

Light- 
Vessel 

S.  W.  Spit 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.    M.    S. 

H.    M.    S. 

H.    M.    S. 

H.     M.    S. 

H.     M.    S. 

H.    M.    S. 

2.38.00 
2.46.00 

3.20.30 

3-i5-4S 

4-25-55 
4.31.30 

5.18.05 
5-37.38 

3- 53.05 
4.12.38 

4.02.25 

4-17-35 

Livonia     .      .      .      .      1.25.00 
Columbia.  .      .      1.25.00 

For  the  fourth  race,  on  October  21st,  the  committee  had 
Sappho,  Dauntless  and  Columbia  at  the  line.  The  former  was 
chosen  to  sail.  Previous  to  the  race  Mr.  Ashbury  notified  the 
committee  that  he  continued  the  series  "  without  prejudice  to  my 
confirmed  claim." 

The  course  was  twenty  miles  to  windward  from  Sandy  Hook 
light-vessel.  The  wuid  was  south-southwest  and  light  at  the  start, 
increasing  later  to  a  strong  whole-sail  breeze.  The  contestants 
were  at  the  starting-point  before  noon,  accompanied  by  the  schoon- 
ers Dauntless,  Dreadnaught,  Columbia  and  Enchantress,  and  one 
excursion  steamer.  Sappho  led  at  the  start  by  about  two  minutes, 
and  held  this  lead  until  near  three  o'clock,  when  the  wind  fresh- 
ened, and  her  speed  increased  notably.  Her  topsails  were  then 
stowed,  and  she  was  snugged  down  for  a  hard  hammer  to  wind- 
ward in  the  increasing  breeze,  driving  through  the  rising  sea  at  a 
remarkable  pace,  though  sometimes  buried  to  the  hatches.  In  one 
especially  strong  gust  she  heeled  so  far  her  cockpit  filled,  and  a 
small  boat  carried  there  floated  out,  and  went  oft'  to  leeward. 
Steadily  increasing  her  lead  on  Livonia,  the  American  schooner 
worked  out  rapidly  on  her  opponent's  weather,  and  two-thirds  to 
the  mark  was  two  miles  to  windward.  This  distance  was  subse- 
quently doubled,  and  Sappho  rounded  the  mark  27  m.  35  s.  ahead 
of  her  rival.  On  the  run  home  she  was  not  driven  hard,  but  in- 
creased her  lead  by  nearly  4  m. ,  winning  by  30  m.  21  s.  The  con- 
test was  a  splendid  demonstration  of  the  high  quality  of  schooner 
racing.      The  summary  : 

[72] 


'^'OF  THE 

OF  u     ■ 


of  THE  AMERICA'S  CVP  [■''7-] 


Elapsed 

Corrected 

start 

Outer  Mark 

Finish 

Time 

Time 

H.    M.    S. 

H.     M.    S. 

H.    M.    S. 

H.    M.    S. 

H.    M.    S. 

12. II. 00 

4.02.10 

5-44-24 

5-33-14 

5.39.02 

II. 12. 52 

4-29-45 

6.17.30 

6.04.38 

6.09.23 

Sappho       

Livonia 

Sappho  won  by  30  m.  21s. 

The  fifth  and  final  race  of  this  series  was  sailed  on  October 
23d,  Sappho  again  being  selected  as  the  cup  defender.  The  fine 
race  of  this  schooner  on  October  21st  had  aroused  public  interest, 
which  flagged  after  the  first  race,  and  seven  excursion  boats  put 
out  to  see  the  sport.  The  race  was  over  the  New  York  Yacht 
Club  course,  the  wind  blowing  fresh,  west  by  south.  The  start 
was  from  anchor,  the  vessels  having  springs  on  their  cables. 
Livonia's  foretopmast  was  housed,  but  she  set  her  maintopsail. 
Sappho  had  working  topsails  set.  Li\'onia  got  the  better  start, 
and  led  until  buoy  11  was  reached,  when  Sappho  went  through 
her  lee,  and  continued  to  gain,  leading  her  at  the  light-vessel  by 
more  than  twelve  minutes.      Following  is  the  summary  : 

Light-  Elapsed         Corrected 

Start  S.  W.  Spit  Vessel  S.  W.  Spit         Finish  Time  Time 

H.    M.    S.  H.    M.    S.  H.    M.    S,  H,     M.    S.  H.     M.    S.  H.    M.    3.  H.    M.    S. 

Sappho       .      .      .      ii. 21.00        12. 15. 12        1.32.58        3.12.04        3.59.05        4.38.05        4.46.17 
Livonia       .      .      .       II. 21. 00        12.16.58        1.45.22        3.34.30        4.25.41         5.04.41         5. II. 44 

Sappho  won  by  25  m.  27  s.* 

Mr.  Ashbury  w  as  by  no  means  satisfied  with  the  result  of  the 
races,  and  at  the  conclusion  of  the  fifth  race  served  notice  on  the 
New  York  Yacht  Club,  October  23d,  1871,  that  Livonia  would  be 
at  the  line  ready  to  start  "  race  number  six,"  next  day,  and  that 
he  would  sail  over  the  course  twenty  miles  to  windward  or  lee- 
ward and  return,  w  hether  any  yacht  was  there  to  meet  him  or  not ; 
also  that  he  W'Ould  sail  again  on  the  25th,  thus  making  seven 
starts. 

On  October  24th  Mr.  Ashbury  sailed  Livonia  in  a  private 
match  against  Daundess  twenty  miles  out  from  the  lightship  and 
back.  Dauntless  won  by  10  m.  31  s.  Mr.  Ashbury  claimed 
that  his  boat  went  over  the  course  alone  so  far  as  the  club 
was  concerned,  and  that  he  was  entitled  to  one  cup  race  on  this 
account.  He  arranged  a  second  race  with  Dauntless  for  October 
25th,  but  the  weather  was  so  bad  that  the  mark-boat  could  not  go 
out.  Mr.  Ashbury  claimed  that,  as  there  was  no  boat  at  the  line 
to  meet  him,  he  was  entitled  to  still  another  cup  race,  and  therefore 
to  the  cup,  counting  his  victories  as  follows  :  The  second  race  be- 
cause Columbia  roiuided  the  stake-boat  on  the  w-rong  side,  the 
third  race  because  he  beat  Columbia,  the  sixth  and  seventh  races 

*  This  was  Sappho's  last  appearance  in  cup  Naples,  who  cruised  in  her  and  raced  her  for  several 
races.  She  was  subsequently  raced  in  Europe,  and  years.  She  was  not  seen  on  this  side  of  the  At- 
was  sold  to  an  Italian  nobleman,  Prince  Sciarro,  of      lantic  after  the  early  seventies. 

[73] 


[■^7.]  THE  LAWSON  HISTORY 

because  no  boat  was  sent  by  the  club  to  compete.  This  made, 
according  to  his  figuring,  four  races  out  of  seven  to  his  credit. 
Had  his  protest  been  allowed,  and  had  no  boat  been  sent  to  meet 
him  October  24th  and  25th,  Mr.  Ashbury  would  have  been  en- 
titled to  the  cup.  Such  a  thing,  however,  was  impossible,  for  in 
the  event  of  his  protest  being  allowed  he  would  have  been  met  as 
he  desired.  The  New  York  Yacht  Club  made  no  reply  to  these 
claims  beyond  acknowledging  receipt  of  his  letter. 

On  his  return  to  England  Mr.  Ashbury  re\ieA\'ed  the  races  in 
extenso,  accusing  the  New  York  Yacht  Club,  by  letter  to  the  club, 
with  "unfair  and  unsportsmanlike  proceedings,"  and  stating  that 
if  he  ever  came  again  in  quest  of  the  cup  he  would  bring  his  legal 
advisers  with  him.  He  seemed  firmly  convinced  that  the  Yankee 
yachtsmen  were  too  "cute  "  to  conduct  races  on  the  high  moral 
plane  that  existed  in  England.  Mr.  Ashbury's  letter  to  the  club, 
referred  to  above,  was  laid  on  the  table,  and  has  been  there  thirty 
years.* 

Mr.  Ashbury,  before  this  unpleasant  episode  arose,  had  placed 
in  the  hands  of  James  Gordon  Bennett  three  cups  to  be  sailed  for 
by  vessels  of  the  New  York  Yacht  Club.  The  club  disposed  of 
the  cups  by  the  following  resolution,  which  was  unanimously 
adopted  : 

Tfliereas,  Inasmuch  as  Commodore  Ashbury  has  charged 
the  New  York  Yacht  Club  with  sharp  practice  and  unfair  and 
unsportsmanlike  conduct  in  their  dealings  with  him, 

Resolved,  That  they  cannot  with  any  respect  compete  for 
the  cups  which  were  deposited  with  Commodore  Bennett  by 
Commodore  Ashbury,  to  be  sailed  for  by  the  yachts  of  the 
New  York  Yacht  Club,  and  that  the  secretary  be  instructed  to 
return  the  cups  to  Commodore  Ashbury. 

Following  this  incident  Mr.  Ashbury  issued  a  pamphlet  in 
England  in  which  he  reviewed  all  the  points  that  had  been  at 
issue  between  himself  and  the  New  York  Yacht  Club.  It  was 
written  from  the  standpoint  of  a  man  who  believed  himself  wronged 
by  persons  whose  standing  in  sporting  matters  was  doubtful. 

The  New  York  Yacht  Club  felt  that  the  pamphlet,  being  an 
attack  on  the  club,  should  not  be  permitted  to  remain  unanswered, 

*  Capt.   Roland  F.  Coffin,  for  many  years  well  schooner  Sappho.      The  Guinevere  was  withdrawn, 

known  as   an  accurate  writer  on  yachting   matters,  and    Mr.     Douglas    [W.     P.     Douglas,    then    vice 

is  authority   for  a  story    which  illustrates   to    what  commodore  of  the  New  York  Yacht  Club],  owner 

ends  the  bitterness  engendered  in  yachting  disputes  is  of  the  Sappho,  at  once  withdrew  her,  declining  to 

sometimes  carried.     In  a  volume  called  "  The  His-  sail    against   Mr.    Ashbury.      He  started,   however, 

tory  of  American  Yachting"  (Cassell&  Co.,  1887),  fifteen   minutes  after    the  Livonia;   came   up  with 

Capt.  Coffin  says;    "Apropos  of  Mr.  Ashbury,  the  her  and   ran  through  her  lee,   and   then  went  over 

Havre     (France)     regatta    was     sailed   July    izth,  the  course,  finishing  an  hour  and  a   half  ahead  of 

1872,    and    among    the    entries    were    the    British  her." 
schooners  Guinevere  and  Livonia,  and  the  American 

[74] 


/ 


'•X 


j\ 

'\ 

a 

1 

\ 

\ 

^ 

\ 

■■1 

\ 

[■s76-,88.]      -pf^E  LAWSON  HISTORY 


CANADIANS  TWICE  CHALLENGE  FOR 
THE  CUP,  AND  RACE  WITH  LITTLE 
SATISFACTION:  1876-81.    CHAPTER  VI. 

►  HE  experience  of  Mr.  Ashbury,  first  challenger 
for  the  cup,  in  his  second  trial,  with  his  schooner 
Livonia,  had  two  immediate  effects  :  it  caused  a 
coolness  between  English  and  American  yachts- 
men which  lasted  for  some  years,  and  it  taught 
the  New  York  Yacht  Club  that  a  policy  of  dealing 
arbitrarily  with  challengers  did  not  pay. 

When,  therefore,  another  challenge  came  for 
the  cup,  in  1876,  the  club  was  quite  ready  to 
make  concessions,  and  did  so  in  a  measure  that  showed  time  and 
reflection  to  have  given  it  a  broader  view. 

The  chapter  in  the  history  of  the  cup  which  began  in  the 
spring  of  1876,  and  ended  in  the  fall  of  1881,  covers  the  two 
weakest  efforts  ever  made  to  win  the  cup.  The  challengers  in 
those  years  were  Canadians,  and  the  events  in  which  they  figured 
may  be  grouped,  as  they  represent  the  only  Canadian  challenges 
for  the  trophy.  The  challenger  of  1876,  Countess  of  Dufferin, 
was  the  last  of  the  challenging  schooners,  and  the  challenger  of 
1881,  Atalanta,  the  first  challenging  sloop.  Both  were  from  the 
inland  seas,  and  were  looked  upon  with  not  a  little  contempt  by 
salt-water  sailors.  Though  their  performance  was  not  strong, 
they  had  their  use,  for  they  served  to  keep  ali\e  interest  in  the  cup 
at  a  time  when  the  English  did  not  seem  mclined  to  regard  the 
game  worth  the  candle  in  challenging  for  it ;  while  the  circum- 
stances of  the  challenge  of  1881  led  to  several  changes  in  the  deed 
of  gift  under  which  the  club  was  held  by  the  New  York  Yacht 
Club  as  trustee. 

The  first  Canadian  challenge  was  received  in  April,  1876,  from 
Major  Charles  Gifford,  vice  commodore  of  the  Royal  Canadian 
Yacht  Club  of  Toronto,  who  was  the  head  of  a  syndicate  or  stock 
company,  formed  to  build  the  Countess  of  Duft'erin.  Capt.  Alex- 
ander Cuthbert,  of  Cobourg,  Ontario,  a  member  of  the  syndicate, 
was  designer  and  builder  of  the  challenger,  which  w  as  in  frame  at 
Cobourg  when  the  challenge  was  sent.  Capt.  Cuthbert  had  turned 
out  several  models  that  showed  speed,  and  the  Canadians  had  faith 
in  his  ability  to  produce  a  vessel  fast  enough  to  compete  with  some 
show  of  success  for  the  America's  cup. 

Major  Gifibrd's  challenge  was  conditional  on  the  six  months' 
notice  clause  in  the  deed  of  gift  being  waived.  As  this  clause 
was  inserted  to  give  the  challenged  club  time,  if  it  were  deemed 

[76] 


of  THE  AMERICA'S  CVP      [.876-88.] 

necessary,  to  build  a  defending  yacht,  and  as  the  club  believed  a 
new  yacht  was  not  needed  to  defend  the  cup  in  this  instance,  the 
six  months'  notice  was  waived.  The  New  York  Yacht  Club  also 
agreed  to  give  the  challenger  three  races.  If  sailed  in  July  one 
was  to  be  over  the  inside  course,  and  one  outside,  the  third  to  be 
determined  by  lot ;  if  in  August,  the  challenger  was  to  be  invited 
to  sail  m  the  club  cruise,  one  race  should  be  sailed  over  the  Block 
Island-Newport  course,  and  one  twenty  miles  to  windward  and 
return,  the  course  of  this  race  to  be  determined  by  lot. 

This  was  a  liberal  and  sportsmanlike  way  of  meeting  the  chal- 
lenger. It  left  one  point  in  doubt,  however,  and  an  important 
one,  for  no  mention  was  made  by  the  club  as  to  whether  it  in- 
tended to  reserve  more  than  one  vessel  to  meet  the  challenger. 
Major  Giftbrd  wrote,  May  2d,  to  ask  whether  the  club  would, 
in  case  of  a  match,  sail  one  yacht  against  the  challenger,  "or 
one  out  of  four,  as  in  Capt.  Ashbury's  case,  or  whether  it  is  to 
be  an  open  race  for  all  the  yachts  of  the  New  York  Yacht  Club 
squadron." 

The  club  replied  that  ' '  a  yacht  would  be  at  the  starting-point 
on  the  morning  of  each  race  to  sail  the  match."  This  left  open 
the  question  of  how  many  yachts  the  club  would  employ  against 
the  challenger,  but  at  a  later  meeting  the  club  agreed  to  name 
their  defending  yacht  in  advance,  and  name  but  one.  This  was  a 
most  important  event  in  the  history  of  the  cup,  and  another  step  in 
the  right  direction. 

The  dates  set  for  the  races  were  July  10th,  12th,  and  14th. 
Later  these  dates  were  changed,  the  first  race  to  be  sailed 
August  11th, 

The  challenger  left  Lake  Ontario  in  June.  Her  mainsail  was 
made  and  bent  at  Kingston,  but  was  found  too  large  for  her  main- 
mast, and  at  Quebec  a  new  spar  was  stepped.  The  yacht  left 
Quebec  June  28th,  proceeding  down  the  St.  Lawrence  and  around 
the  coast  of  Nova  Scotia  under  her  own  sail,  arriving  in  New  York 
July  18th.  Flattering  notices  of  her  speed  were  telegraphed  from 
points  in  the  provinces  in  the  course  of  her  passage.  She  was 
thus  described  in  a  provincial  paper  while  en  mute  : 

"  She  is  107  feet  long  over  all,  24  feet  beam,  and  will  only  draw 
6J-^  feet  when  in  racing  trim.  Her  mainmast  is  65  feet  and  her 
topmast  30  feet  long.  She  carries  a  main-boom  55  feet  in  length, 
and  will  spread  nearly  4000  yards  of  canvas.  She  has  plenty  of 
sheer,  and  is  as  handsome  a  jacht,  taking  her  all  around,  as  we 
ever  saw.  Her  hull  is  painted  black  and  her  decks  of  a  light 
straw-color.  Her  internal  arrangements  are  ^erv  good  ;  she  is 
221  tons  register,  but  is  so  sharp  fore  and  aft  as  to  make  her  room 
less  available  ;  however,  she  will  accommodate  eight  in  her  cabins. 
Her  counters  are  pared  away  very  much,    and    her  stern  over- 

[77] 


[x876-:88,]      JHE  LAWSON  HISTORY 

hangs  11  feet.  This,  with  a  rakish  bow,  gives  her  a  dashing 
appearance." 

From  such  notices  as  this,  and  reports  of  her  speed  received 
from  seaports  in  the  provinces,  New  York  prepared  itself  to  see  a 
formidable  vessel,  investing  the  stranger  with  those  attributes  of 
prowess  which  defenders  of  a  citadel  are  wont  to  attribute  to 
an  aggressive  foe.  It  was  ever  thus  in  yacht  racing,  as  in  other 
matters  of  human  effort.  Romance  hangs  on  every  sail  in  the 
horizon  except  our  own,  says  Emerson.  But  the  halo  of  romance 
around  the  Countess  vanished  when  she  arrived  in  New  York.  The 
yachting  barnacles  of  the  coast  jeered  at  her.  She  had  "fresh 
water  "  written  all  over  her,  and  this,  in  the  eyes  of  the  salts,  was 
a  crime.  Her  sails  were  said  to  "  set  like  a  purser's  shirt  on  a 
handspike."  Her  hull  lacked  finish,  being  "as  rough  as  a  nut- 
meg grater,"  old  salts  declared,  and  she  had  little  of  the  shipshape 
appearance  expected  of  a  cup  challenger. 

While  the  shortcomings  of  the  vessel  might  be  attributed  in 
some  degree  to  the  natural  difference  between  fresh-water  and  salt- 
water style  of  build,  there  is  little  doubt  the  Countess  of  Dufferin 
suffered  from  hasty  construction  and  fitting  out  and  lack  of  tuning  up. 
A  full  summer's  work  off  New  York  \\ouId  have  been  little  enough 
to  bring  out  what  was  in  the  vessel.  Here  was  a  schooner  built 
in  a  hurrj-,  on  limited  means,  rigged  and  fitted  out  in  a  rush,  and 
brought  f^rom  fresh  \\ater  to  salt,  \\hich  was  expected  bv  the  men 
of  the  coast  to  present  as  good  an  appearance  as  the  perfectly  fin- 
ished craft  owned  by  millionaire  club  men,  manned  by  experienced 
sailors,  and  tried,  re-modelled,  and  fixed  over  until  they  \\ere  abso- 
lutely as  good  as  they  could  be  made.  These  facts  do  not  change 
tlie  conditions  under  which  Capt.  Cuthbert  labored,  but  they  are 
mitigating  circumstances  which  should  ha\'e  lightened  somewhat 
the  M'cight  of  ridicule  under  which  he  labored  from  his  first  ap- 
pearance on  this  coast  with  his  challenging  vessel.  He  was  an 
earnest  man,  and  attempted  flights  which  he  would  not  have 
essayed  had  he  soberly  counted  the  cost. 

The  Countess  of  Dufterin  \\  as  in  no  sense  a  national  type,  and 
was  even  less  typical  of  the  marine  whose  flag  she  flew  than  was 
Livonia.  Her  model  was  American,  the  ideas  embodied  in  it  hav- 
ing been  obtained  by  Capt.  Cuthl^ert,  according  to  general  belief, 
from  a  design  by  P.  McGiehan,  a  boatbuilder  of  Pamrapo,  N.  J., 
Avho  had  built  a  sloop  yacht  called  the  Cora  for  a  Canadian  yachts- 
man, which  had  pro\ed  the  fastest  i^oat  on  the  lakes.  Mr.  Cuth- 
bert set  about  to  beat  the  Cora,  and  did  so  w  ith  the  sloop  Annie 
Cuthbert,  nhich  embodied  many  of  her  lines.  The  Countess  of 
Dufi'erin  was  an  enlarged  Annie  Cuthbert. 

With  proper  fitting  out,  and  plenty  of  salt-water  sailing  to  help 
her  in  finding  herself,  the   Countess  of  Dufferin  doubtless   would 

[78] 


^THE  AMERICA'S  CVP      [.^/e-.^^.] 

have  shown  herself  better  than  the  average  centre-board  schooner 
of  her  time.  She  had  a  fine,  clean  entrance,  but  her  stern  was 
faulty,  with  heavy  quarters  rapidly  pared  away  toward  the  transom. 
Her  greatest  beam  was  also  too  far  aft  of  her  longitudinal  centre. 
The  result  was  that  while  she  could  sail  fairly  fast  in  a  light 
breeze  when  given  a  good  full,  she  would  not  "  hold  on  "  when 
pinched  into  the  wind.  Her  sails  were  very  bad,  and  on  her  ar- 
rival in  New  York  they  were  taken  off,  to  be  recut  by  Wilson. 
Her  steering  gear  and  blocks  were  of  American  make. 

A  line  on  the  Countess  of  Dufl'erin's  speed  was  obtained  before 
the  cup  races  by  her  performance  in  the  race  started  July  27th,  1876, 
for  the  Brenton  Reef  cup,  an  international  challenge  trophy  pre- 
sented in  1871  to  the  New  York  Yacht  Club  by  Commodore  James 
Gordon  Bennett.  The  course  was  from  Sandy  Hook  light-vessel  to 
Brenton  Reef,  off  Newport,  and  back.  The  America,  Idler,  Tidal 
Wave  and  Wanderer  entered,  and  the  Canadian  yacht  went  over 
the  course  with  them,  though  not  entered  for  competition  for  the 
prize.  The  wind  at  the  start  was  fresh  south-southwest.  In  the 
run  to  Brenton  Reef  the  Countess  of  Dufferin  beat  the  America  by 
8  m.  35  s. 

"How  she  managed  to  do  this,"  wrote  a  sarcastic  yachting 
critic  of  the  time,  "is  a  darksome  mystery  of  the  deep."  She 
was  30  m.  35  s.  behind  the  Tidal  Wave,  which  was  in  the  lead  at 
the  turn.  On  the  start  home,  a  thresh  to  windward,  the  Countess 
"  kept  sagging  side  wise,"  to  quote  an  account  of  the  race,  show- 
ing herself  weak  in  windward  work.  She  finished  several  hours 
after  the  Idler,  the  winner. 

After  this  race  Major  Gifford  asked  a  postponement  of  the  cup 
races  until  the  14th  and  15th,  in  order  to  give  him  time  to  get  an 
entire  set  of  new  "balloons,"  and  a  new  foresail.  The  request 
could  not  be  granted,  as  the  club  cruise  began  on  the  14th. 

In  preparation  for  the  races  the  Countess  of  Dufferin  was 
hauled  out  at  Port  Richmond,  Staten  Island,  and  men  were  set  to 
work  planing  and  otherwise  smoothing  her  underbody,  after  which 
she  was  given  a  coat  of  pot  lead  and  grease.  All  her  sails,  except 
her  jibs,  were  either  made  or  recut  in  New  York.  Several  New 
York  yacht  sailors  were  shipped  to  augment  her  crew,  and  Capt. 
"Joe"  Elsworth,  of  Bayonne,  N.  J.,  a  skilful  and  experienced 
New  York  Bay  skipper,  was  engaged  as  pilot. 

The  yacht  selected  to  sail  against  the  challenger  was  Made- 
leine, owned  by  John  S.  Dickerson,  one  of  the  smartest  schooners 
in  the  New  York  Yacht  Club  fleet.  She  was  built  in  1868  by 
David  Kirby,  at  Rye,  N.  Y.,  as  a  70-ton  sloop,  but  was  subse- 
quently lengthened,  "hipped"  and  otherwise  improved,  and 
rigged  as  a  schooner.  After  this  she  was  changed  several  times. 
In  1876  she  was  106  feet  over  all,  95  feet  on  the  water-line,  24 

[79] 


[,876-.88.]      THE  LAWSON  HISTORY 

feet  ])eam,  and  7  feet  4  inches  draft,  with  a  centre-board.  She 
had  a  graceful,  clean  bow,  with  curving  sheer,  and  a  full  quarter 
and  stern,  with  beautiful  lines.  She  had  won  a  reputation  by  vic- 
tories over  some  of  the  smartest  yachts  of  her  time,  and  was  put 
forward  for  the  cup  races  with  confidence. 

Just  before  the  races  Madeleine  was  taken  out  in  dock  and  the 
copper  on  her  bottom  was  burnished  until  it  sIkjuc  like  gold.  She 
was  in  the  pink  of  condition  in  every  respect  when  she  came  to 
the  line. 

Defender  and  challenger  met  for  tlieir  first  race  on  Friday, 
August  11th.  The  day  was  warm,  and  there  \vas  a  moderate 
breeze  from  southeriv  points.  The  regular  New  York  Yacht  Club 
inside  course  was  to  be  sailed,  from  a  point  off  Stapleton,  Staten 
Island,  around  buoys  8/4  and  10  off  Southwest  Spit,  to  Sandy 
Hook  light-vessel  and  return,  finishing  just  outside  the  Narrows. 

Owing  to  the  performance  of  the  challenger  in  the  run  to  Bren- 
ton  Reef,  the  public,  which  does  not  alwa3's  analyze  facts  presented 
in  a  race,  had  received  a  false  idea  of  the  Countess  of  Dufferin's 
speed,  and  there  was  considerable  popular  uncertainty  as  to  what 
the  stranger  might  do  against  the  Madeleine.  There  was,  there- 
fore, a  large  out-pouring  of  enthusiasts  to  see  the  start  of  the  race, 
the  excursion  fleet  being  dense  around  the  line,  and  the  scene 
animated. 

When  the  preliminary  signal  was  sounded  at  10.55  the 
Countess  of  Dufferin  was  under  sail,  standing  for  the  line,  but 
sheeting  her  headsails  to  windward  she  lay  to  for  the  word.  TJie 
Madeleine  lay  at  anchor  with  short  hawse.  She  got  her  anchor 
at  once  on  receiving  the  signal,  and  stood  for  the  line,  but  came 
about  before  the  starting-gun,  and  made  a  short  tack  before  stand- 
ing inshore  again.  Twice  botli  vessels  stood  for  the  line  ready  to 
cross,  but  a  small  sloop  yacht  being  in  the  way,  they  were  obliged 
to  go  about.  Finally  they  came  for  the  line,  on  the  port  tack, 
nearly  side  bv  side,  Madeleine  in  the  windward  berth.  Unfortu- 
nately  for  the  Countess  of  Duft'erin  she  was  obliged  to  luff  to  clear 
a  brig  anchored  to  leeward  of  her  course,  and  in  doing  so  she 
came  near  enough  to  Madeleine  to  be  blanketed,  thus  losing  head- 
way, while  her  rival  made  for  the  line,  and  crossed,  under  a  good 
spurt,  at  11.16.31,  while  the  Countess  of  Dufferin  crossed  at 
11.17.06,  going  slow!3^ 

Madeleine  was  then  carrying,  in  addition  to  low  er  sails,  a  club- 
topsail  at  the  main,  a  working -topsail  at  the  fore,  and  flying-jib. 
The  Countess  of  Dufl'erin  carried  the  same  canvas,  and  a  jib-top- 
sail besides. 

The  first  tack  of  the  vessels,  toward  the  Staten  Island  shore, 
was  necessarily  a  short  one,  and  in  less  than  two  minutes  they 
tacked  to  starboard,  the  Madeleine  setting  a  working  maintopmast- 

[80] 


UNIVERSITY 


^THE  AMERICA'S  CVP      [.m-.^s.] 

staysail  as  she  went  about.  The  sail  did  no  good,  and  was 
promptly  taken  in. 

The  vessels  worked  down  through  the  Narrows  in  close 
company.  On  reaching  open  water  Madeleine  stood  over  into 
Gravesend  Bay,  to  avoid  the  flood  tide.  The  Countess  of  Duf- 
ferin  violated  a  well-established  racing  custom  by  not  following 
suit,  and  kept  on  over  the  West  Bank,  in  the  full  strength  of  the 
flood  tide,  with  the  result  that  when  the  vessels  next  came  into 
company  the  Madeleine  was  a  mile  to  windward.  The  remainder 
of  the  race  was  a  steadily  losing  stern-chase  for  the  challenger, 
though  outside  the  Hook,  in  a  freshening  breeze  from  a  little  east 
of  south,  she  seemed  to  sail  very  fast. 

On  approaching  the  light-vessel  Madeleine  set  a  club-foretop- 
sail,  and  while  doing  so  overstood  the  mark  about  five  minutes. 
She  rounded  at  2.51.52,  immediately  setting  a  balloon-jib  and  an 
immense  maintopmast-staysail,  jibing  her  mainsail  to  starboard. 

The  challenger  rounded  the  light-vessel  at  2.56.52,  keeping  her 
mam-boom  to  port,  with  her  foresail  winged  out.  This  did  not 
work  well,  and  the  main-boom  was  jibed  to  starboard,  and  the  same 
canvas  was  set  as  on  Madeleine.  The  run  home  was  uneventful, 
Madeleine  steadily  increasing  her  lead,  and  winning  by  9  m.  58  s. 
corrected,  and  10  m.  59  s.  elapsed  time,  allowing  the  Countess  of 
Dufferin  1  m.  1  s.  The  winner  was  enthusiastically  received 
at  the  finish,  and  the  cup  was  counted  safe.  The  summary  of 
the  race  was  as  follows  : 

Slart 
H.  M,  s. 

Madeleine ii. 16.31 

Countess  OF  Dufferin    .  1 1. 1  7. 06 

The  second  and  decisive  race  was  sailed  the  next  day, 
Saturday,  August  12th.  The  morning  was  foggy,  but  by  mid- 
forenoon  the  sun  had  burned  away  the  fog,  and  there  was  a  light 
air  from  south-southeast.  The  yachts  not  having  wind  enough 
to  proceed  under  sail  to  the  starting  line  at  buoy  5,  oflf  the  Hook, 
were  towed  down  by  the  regatta  committee's  tug,  casting  ofl"  at 
11.30. 

The  course  was  laid  twenty  miles  to  windward,  but  owing  to  a 
change  in  the  wind  to  S.S.W.  after  the  start,  the  purpose  of  mak- 
ing the  race  a  beat  out  and  a  run  home  was  defeated. 

The  preparatory  signal  was  given  at  12.02  and  the  vessels 
got  away  fifteen  minutes  later,  Madeleine  crossing  at  12.17.24, 
and  the  Countess  of  Dufl"erin  at  12. 17.58.  The  schooners  America 
and  Wanderer  were  at  the  line,  and  the  America  went  over  the 
course  with  the  racers,  being  timed  through  the  courtesy  of  the 
regatta  committee,  at  the  request  of  Benjamin  F.  Butler,  her 
owner. 

6  [81] 


Elapsed 

Corrected 

.ight-Ve39el 

Finish 

Time 

Time 

H.    M.    S. 

H.    M,   s. 

H.   M.   s. 

H.   M.  s. 

2.51.52 

4.41.26 

5I4-55 

5-^3-54 

2.56.33 

5-5'-59 

5-34-53 

S-34-53 

[,876-,88,]      THE  LAWSON  HISTORY 

The  race  was  without  incident.  The  contestants  wore  the 
same  canvas  as  on  the  preceding  day,  and  the  challenger  was 
led  over  the  entire  course.  At  one  time,  when  standing  out  from 
the  Hook,  she  held  Madeleine  in  footing,  when  given  a  good  full, 
but  she  was  distanced  when  pinched  on  the  wind.  The  chal- 
lenger was  beaten  over  the  course  by  Madeleine  26  m.  13  s. 
elapsed  time,  and  by  the  America   19  m.  09  s.      The  summary  : 

Elapsed  Corrected 

Start  Outer  Mark  Finieh  Time  Time 

H.    M.    S.  H.    M.    S.  H.    M.    S.  H.    M.    S.  H.    M.    S. 

Madeleine 12.17.24  5°i-52  7-37-I'  7-I9-47  7.18.46 

Countess  OF  DuFFERlN    .      .       12.17.58  S.I3-4'  ^■°'iS'i  7.46.00  7.46.00 

The  America's  time  was  :  Start  12.22.09,  finish  7.49.00, 
elapsed  time  7.26.51.  The  America  made  the  beat  to  the  outer 
mark  in  1  m.  44  s.  less  time  than  Madeleine. 

Capt.  Cuthbert  consoled  himself  with  the  thought,  which  he 
expressed  in  words,  that  he  had  made  as  good  a  showing  as 
Livonia,  anyway.  He  was  in  a  measure  right.  With  Mr. 
Ashbury's  means  he  might  have  done  better. 

Not  all  Capt.Cuthbert's  critics  were  captious,  and  at  the  con- 
clusion of  the  races  it  was  conceded  by  man}-  that  the  speed  in  the 
challenger  was  not  wholly  brought  out  by  her  trials  here.  ' '  Though 
not  successful  as  far  as  the  cup  was  concerned,"  said  a  writer  in 
Forest  and  Stream,  "the  Canadians  may  congratulate  themselves 
on  having  produced  a  remarkably  fast  yacht,  one  which,  in  her 
first  attempt,  has  done  herself  no  discredit."  The  same  writer 
also  pointed  out  that  throughout  the  races,  as  well  as  in  the  pre- 
liminary negotiations,  the  bearing  of  the  challengers  was  marked 
by  "straightforwardness  and  courtesy." 

Financial  difficulties  followed  the  unsuccessful  challenger. 
She  was  invited  to  sail  in  the  New  York  Yacht  Club  cruise,  but 
did  not,  being  laid  up  at  the  Seawanhaka  Basin,  Staten  Island. 
It  developed  that  there  were  differences  between  her  owners, 
while  Capt.  Cuthbert  entertained  hopes  of  further  support  from 
Canadian  sportsmen  if  he  could  secure  complete  control  of  the 
boat.  It  was  his  purpose  to  make  various  changes  in  her,  among 
others  to  rebuild  her  stern,  reducing  the  overhang,  to  restep  her 
masts,  and  then  to  challenge  for  a  series  of  cup  races  with  her  the 
following  year.  These  plans  were  set  awry  by  the  course  of 
events.  Various  creditors  appeared  with  claims  against  the  ves- 
sel, and  after  a  sherifl''s  sale  of  Major  Giffbrd's  share  Capt.  Cuth- 
bert set  out  in  her,  in  September,  for  the  lakes.  The  schooner 
was  sold,  and  afterward  enrolled  in  the  Chicago  Yacht  Club,  where 
she  was  for  many  3'ears  a  leader  in  her  class. 

Ambition  was  not  stifled  in  Capt.  Cutlibert's  breast  by  his  mis- 
fortunes of  1876.     Five  years  later  he  was  heard  from  again,  this 

[82] 


[iJ^^^i-^j^^St. 


^.,.jKgiA2;?^»^^j^<r^:*&asB 


-fX-;;;^^^   - 


/yf 


-»:■  -^-^ 


^THE  AMERICA'S  CVP       [.sye-ss.] 

time  as  a  challenger,  with  the  sloop  Atalanta,  of  his  own  design 
and  build,  sailing  under  the  flag  of  the  Bay  of  Quinte  Yacht  Club, 
of  Belleville,  Ontario. 

The  second  Canadian  challenge  for  the  cup  was  as  follows  : 

Belleville,  Ont.  May  16,  1881. 

Sir :  —  At  the  annual  meeting  of  the  Bay  of  Quinte  Yacht 
Club,  held  on  Friday  evening.  May  6th,  the  following  reso- 
lution was  adopted  by  a  unanimous  vote  : 

"That  this  club  do  issue  a  challenge  on  behalf  of  Captain 
Cuthbert  to  the  New  York  Yacht  Club,  the  present  holders  of 
the  America's  Cup,  to  compete  therefore  in  September  next." 

In  pursuance  of  the  resolution,  the  Bay  of  Quinte  Yacht 
Club  hereby  for  and  on  behalf  of  Captain  Alexander  Cuthbert, 
a  member  in  good  standing  of  said  organization,  challenge 
the  New  York  Yacht  Club  to  sail  a  match  or  series  of  matches 
as  may  be  mutually  agreed  upon,  for  the  possession  of  the  Cup 
known  as  the  "America's  Cup"  according  to  the  rules  of 
and  upon  the  conditions  under  which  the  same  is  held  by  the 
New  York  Yacht  Club.  The  challenger  names  on  his  behalf 
the  sloop-yacht  Atalanta.  In  consequence  of  the  season  being 
so  far  advanced,  the  Bay  of  Quinte  Yacht  Club  are  constrained 
to  ask  that  the  New  York  Yacht  Club  will  waive  the  six 
months'  notice  to  which  they  are  entitled  and  name  an  earlier 
period  for  the  contest  than  that  which  it  is  their  privilege  to 
fix.  The  month  of  September  is  therefore  suggested,  as 
above,  as  a  suitable  time. 

Yours  truly, 

Richard  S.  Bell, 
Secretary  Bay  of  Quhite  Yacht  Club,  Belleville,  Ont. 

That  the  New  York  Yacht  Club  was  still  anxious  to  break  away 
from  old  traditions  was  shown  by  its  reception  of  this  challenge. 
The  six  months'  notice  was  waived.  The  America's  cup  com- 
mittee of  the  club  addressed  the  flag  officers,  asking  their  advice 
on  the  point  of  naming  a  defender.  To  their  communication  they 
received  the  following  reply,  which  is  worthy  of  preservation  : 

June  12th,  1881. 
To  W.  Krebs,  J.  F.  Tams,  and  R.  Center,  CoMMrrrEE  on 
America's  Clt  : 
Gentlemen,  —  Referring  to  your  communication  of  the 
11th  inst.,  we  desire  briefly  to  state  that  in  our  opinion  every 
opportunitv  should  be  offered  for  a  most  impartial  contest  for 
the  America's  cup.  In  this  view  we  sincerely  trust  that  the  in- 
terpretation of  the  deed  of  gift  may  be  so  liberal  and  sports- 

[  83  ] 


[.876-.SS.]      THE  LAWSON  HISTORY 

manlike  as  to  be  beyond  cavil.  We  believe  that  the  vessel 
named  at  the  start  should  be  the  defender  of  the  time-hon- 
ored trophy  in  the  series  of  races. 

JoHX  R.   Waller, 
James  D.   Smith, 
Herman  Oelrichs, 

Flag  Officers. 

The  preparations  for  the  contest  in\olved  a  departure  which 
marked  the  birth  of  the  custom  of  building  boats  specially  to  de- 
fend the  cup,  though,  as  events  transpired,  the  defence  that  year 
was  made  b}'  a  boat  not  built  for  the  purpose.  In  canvassing  the 
list  of  American  boats  fast  enough  to  put  against  the  Canadian  chal- 
lenger, the  New  York  Yacht  Club  decided  that  the  sloop  Arrow  was 
the  most  desirable.  She  was  of  David  Kirby's  build,  but  being 
owned  by  a  non-member  of  the  New  York  Yacht  Club,  Mr.  Ross 
Winans,  of  Baltimore,  she  was  not  considered  available.  While  the 
question  of  buying  the  Arrow  was  being  debated  by  members  of 
the  New  York  Yacht  Club,  Mr.  Kirby,  hearing  of  the  needs  of  the 
club,  agreed  to  build  a  boat  faster  than  the  Arrow.  He  was  given 
a  contract  to  do  so,  by  the  flag  officers  of  the  club,  John  R.  Wal- 
ler, Commodore,  James  D.  Smith,  Vice-Commodore,  and  Herman 
Oelrichs,  Rear-Commodore.  The  result  was  Pocahontas.  She 
was  a  centre-board  sloop,  72  feet  6  inches  over  all,  65  feet 
water  line,  21  feet  6  inches  beam,  7  feet  10  inches  depth,  and 
6  feet  and  7  inches  draft,  a  typical  old-fashioned  single-sticker, 
built  from  a  model  w  hittled  out,  and  scaled  by  the  eye.  She  pre- 
sented an  inconsistency  often  noted  in  rule-of-thiuiib  models,  one 
part  of  her,  the  bows,  being  fine  and  fair,  \\  hile  another  part,  the 
counters  and  stern,  was  heavj'  and  crude.  She  was  also  over- 
sparred,  and  developed  no  speed,  her  racing  career  being  confined 
to  three  trial  races.  The  first  took  place  October  13th,  1881,  the 
competing  yachts  being  the  sloops  Gracie,  Hildegard,  Mischief, 
and  Pocahontas.  Hildegard  and  Pocahontas  lost  their  topmasts, 
and  Mischief  beat  Gracie.  The  second  trial  took  place  on 
October  19th,  and,  Hildegard  withdrawing,  Gracie  beat  Mischief 
3  m.  49  s.,  Pocahontas  being  distanced.  Next  day  Mischief  beat 
Gracie  by  14  s.,  Pocahontas  again  being  far  behind.  The  show- 
ing made  by  this  first  yacht  built  for  cup  defence  was  a  great  dis- 
appointment to  her  owners,  but  they  took  their  ill  fortune  v\ith 
commendable  philosophy,  and  Pocahontas  was  promptly  retired, 
to  enter  on  an  unsung  career  as  a  cruiser.  She  is  still  afloat,  and 
in  1901  was  enrolled  in  the  New  York  Yacht  Club  fleet,  after  an 
absence  from  the  club  list  of  some  years. 

Gracie,  owned  by  Charles  R.  Flint  and  JosejA  P.  Earle,  and 
Mischief,  owned  by  J.  R.  Busk,  were  fast  and  able  boats,  the  pick 

[84] 


^■^- 


of  THE  AMERICA'S  CVP       [.m-^s.] 

of  their  kind,  and  there  was  great  rivalry  between  their  owners  as 
to  which  should  defend  the  cup.  The  honor  fell  to  Mischief,  not- 
withstanding her  owner,  Mr.  Busk,  though  a  New  York  Yacht  Club 
member,  was  an  Englishman,  and  not  a  naturalized  citizen  of  this 
country.  The  committee  did  not  consider  this  circumstance  ground 
for  barring  Mischief,  being  influenced  in  its  choice  of  the  boat  by 
the  fact  that  she  had  to  allow  the  challenger  only  about  three 
minutes,  whereas  Gracie  would  be  obliged  to  concede  an  allowance 
of  about  eight  minutes.  The  selection  led  to  acrimonious  com- 
munications to  the  press  from  the  owners  of  Gracie. 

Mischief  was  the  second  metal  yacht  constructed  in  this  coun- 
try, and  the  first  to  be  used  in  defence  of  the  cup.  She  was  built 
of  iron,  from  designs  by  A.  Gary  Smith  of  New  York,  at  Wilming- 
ton, Delaware,  and  was  two  years  old  when  she  defended  the  cup. 
She  was  as  fine  a  sloop  as  could  be  found,  and  a  departure  from 
the  old  type  of  "  skimming  dish,"  having  less  beam,  a  straighter 
sheer,  higher  freeboard,  and  a  shorter,  fuller  overhang  aft.  Her 
ballast  was  lead,  stowed  low  in  her  iron  hull.  Her  lines  slightly 
suggested  the  cutter,  and  her  rig  was  a  compromise  between  sloop 
and  cutter.  She  was  the  first  scientifically-designed  yacht  em- 
ployed for  cup  defence,  all  the  others  having  been  built  from 
models  cut  in  wood.  She  was  a  designer's,  rather  than  a  builder's 
creation,  and  as  such  led  the  wa\'  to  new  methods  in  the  creation 
of  cup-defending  vessels.  She  marked  a  very  important  point, 
therefore,  in  the  evolution  of  American  yacht  building,  and  also 
she  indicated  strongly  the  steps  we  were  to  take  a  little  later 
toward  the  English  type  of  boat,  though  she  was  by  no  means 
revolutionary,  as  the  America  had  been  among  racing  schooners. 
Her  dimensions  were  :  67  feet  5  inches  over  all,  61  feet  water- 
line,  19  feet  10  inches  beam,  5  feet  9  inches  depth,  and  5  feet  6 
inches  draft,  Avith  a  centre-board  giving  a  total  draft  of  16  feet. 
Her  overhang  aft  was  6  feet  5  inches,  her  freeboard  4  feet  8  inches 
forward,  2  feet  2  inches  amidships,  and  2  feet  11  inches  aft.  Her 
cockpit  was  9  feet  long,  and  house  30  feet  long,  13  feet  10  inches 
wide,  and  one  foot  six  inches  high.  Her  mast  was  63  feet  6 
inches  to  hounds,  boom  62  feet  6  inches,  topmast  41  feet  6 
inches,  and  spinnaker-boom  43  feet  8  inches. 

Before  going  into  her  races  with  Atalanta  she  was  hauled  out, 
and  her  underbody  was  sand-papered,  hol3^stoned,  varnished  and 
pot  leaded,  until  it  shone  like  platinum. 

Atalanta,  which  was  launched  at  Belleville,  Ontario,  in  Sep- 
tember, arrived  in  New  York  October  30th,  via  the  Erie  Canal 
from  Oswego,  being  towed  through  by  mule  power.  This  sort  of 
voyaging  led  to  changes  made  in  die  deed  of  gift  the  next  year, 
which  made  it  necessary  that  challengers  should  come  under  sail 
thereafter,  a  rule  not  strictly  adhered  to  at  present. 

[85] 


[■876,88,]      THE  LAWSON  HISTORY 

Atalanta,  like  the  Countess  of  Dufferin,  was  not  in  shape  for 
racing.  She  was  over-sparred,  with  badly  setting  sails,  and  her  hull 
was  rough.  Her  crew  was  composed  of  amateurs,  from  the  Bay  of 
Quinte  Yacht  Club.  Capt.  Cuthbert  was  again  further  hampered 
by  lack  of  funds,  the  cost  of  the  enterprise  having  been  under- 
estimated. He  appears  to  have  made  the  most  of  w  hat  he  had, 
however,  and  valiantly  set  to  work  in  what  the  Americans  believed 
was  for  him  a  forlorn  hope.  Atalanta's  mainmast  \vas  cut  down, 
her  lieadsails  altered,  and  as  much  w  ork  was  done  on  her  in  every 
way  as  was  possible  in  the  limited  time  before  the  date  of  the 
races. 

The  first  race  was  to  have  been  sailed  on  November  8th,  but 
light  wind  made  a  postponement  necessary.  Both  Gracie  and 
Mischief  were  on  hand,  a  claim  of  the  right  to  defend  the  cup 
being  made  for  each.  The  committee  made  its  choice  of 
Mischief  that  day.  The  race  was  sailed  Nov.  9th,  over  the  inside 
course  of  the  New  York  Yacht  Club.  The  weather  was  unsettled. 
There  was  a  fog  in  the  morning,  and  showers,  but  the  wind  hauled 
suddenly  to  the  southwest,  clearing  the  atmosphere,  and  giving 
a  strong,  though  puffy,  sailing  breeze. 

Owing  to  the  lateness  of  the  season  but  few  yachts  or  steamers 
were  at  the  line  to  witness  the  start.  Interest  in  the  races  was 
overshadowed  by  the  elections,  and  there  was  furthermore  a  general 
feeling  that  Atalanta  would  make  a  weak  showing  against  Mischief. 

The  racers  were  at  anchor  near  the  starting-point  overnight, 
and  Mischief  w  as  early  afield,  with  club  and  working  topsails  set 
over  a  whole  mainsail,  in  spite  of  the  puffy  weather.  Atalanta  was 
a  long  time  getting  her  anchor,  as  she  carried  no  windlass,  and 
after  getting  it  she  was  knocked  down  by  a  heavy  gust  off  the 
land  until  immersed  to  the  house.  She  tucked  in  a  reef  after  this, 
and  Mischief  followed  suit.  Before  the  preparatory  gun,  however. 
Mischief's  reef  was  shaken  out,  but  her  topsail  was  not  again 
spread.  She  made  for  the  line  with  the  gun,  under  mainsail  and 
jib,  crossing  at  11.14.50,  on  the  starboard  tack,  with  a  strong 
move  on.  Atalanta  followed  at  11.15.51,  under  reefed  mainsail 
and  M  hole  jib,  but,  like  her  rival,  with  bare  topmast.  She  heeled 
so  far  in  the  pufls  which  swept  viciously  up  the  channel  that  the 
judges  ordered  the  captain  of  their  tug  to  keep  near  her,  fearing 
she  might  be  knocked  flat  and  need  help. 

From  the  start  Mischief  "  walked  away  "  from  her  rival,  which 
was  too  heavily  sparred  for  such  a  breeze.  Outside  the  Narrows 
the  wind  hauled  to  west-southwest,  and  once  free  of  the  land 
the  sloops  set  their  gaft-topsails.  The  crew  of  the  Canadian  boat 
were  very  slow  in  getting  theirs  aloft.  At  12.10  Atalanta  essayed 
a  jib-topsail  and  whole  mainsail,  like  Mischief,  but  found  it  more 
than  she  could  comfortaljly  carry.      'I'he  reach  to  the  outer  mark 

[-86] 


of  THE  AMERICA'S  CVP      [.876.88,] 

was  in  a  smother  of  foam,  the  challenger  dragging  sadly  in  the 
heavy  puff's. 

Mischief  rounded  the  light-vessel  at  1.25.25,  and  Atalanta  at 
1.38.14,  after  missing  stays  in  a  first  attempt  at  going  around. 
The  run  home  was  without  topsails.  When  Mischief  passed  the 
Hook,  Atalanta  was  off"  by  Scotland  light-vessel. 

Gracie  went  over  the  course  with  the  racers,  and  was  timed 
with  them,  though  she  started  about  ten  minutes  later.  Atalanta 
was  beaten  by  Mischief  28  m.  20^4^  s.,  and  by  Gracie  nearly 
40  m.  Gracie  beat  Mischief  6  m.  27  s.     The  summary  : 


Mischief 
Atalanta  . 


Stan 

s.  w.  Spit 

Light-Vessel 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.    M.   s. 

H.    M.    S. 

H.    M.  s. 

H.    M.    S. 

H.    M.   s. 

H.    M.    S. 

11. 14. 50 

11. 15.51 

12.33.12 
12.45.27 

1.25.25 
I. 38. 14 

3-3'-59 
4.04.15^5: 

4.17.09 

4.48-2434 

4.17.09 

4-45-29X 

The  race  was  described  as  "a  procession,  with  a  first-class 
chance  for  a  capsize  for  the  Canadian,"  and  Atalanta  was  unmer- 
cifully scored  by  the  caustic  critics  who  passed  on  the  destinies  of 
yachts  for  the  New  York  press.  She  was  called  a  "man  trap," 
and  was  said  to  contain  "all  the  bad  elements  of  the  New  York 
light-draft  sloop,"  which  were  numerous  enough. 

The  second  and  last  race  in  the  series  was  sailed  the  next  day 
in  a  strong  breeze  from  west  by  north.  The  course  was  sixteen 
miles  to  leeward  of  buoy  5,  off"  Sandy  Hook,  and  back.  The  air 
was  clear  and  bracing,  and  the  breeze  as  strong  as  the  boats 
wanted.  A  close  start  was  made,  both  boats  crossing  with  booms 
to  port.  Mischief  at  11.28.17,  and  Atalanta  thirty  seconds  later. 

Mischief  boomed  out  a  balloon  jib-topsail  to  starboard,  and 
Atalanta  followed  suit.  There  was  very  little  sea,  and  in  the  run 
down  the  wind  Atalanta  did  better  than  the  day  before,  holding 
Mischief  very  well  until  her  spinnaker-boom  snapped,  at  1.13, 
causing  the  sail  to  collapse,  which  led  to  a  loss  of  power,  and  there- 
fore of  time. 

As  Mischief  neared  the  mark  she  setded  her  mainsail  for  a 
single  reef,  and  set  a  small  jib  for  the  beat  home.  Atalanta  sent 
down  her  topsail,  and  prepared  to  tuck  in  a  reef  also.  Mischief 
jibed  around  the  mark  at  1.40.14,  and  Atalanta  at  1.42.29.  The 
beat  home  was  a  hard  one  for  the  challenger,  who  had  to  put  in  a 
second  reef  before  the  finish.  It  was  dark  before  she  struggled 
up  to  the  line  and  finished,  beaten  by  38  m.  54  s.  Gracie  again 
went  over  the  course  with  the  racers,  beating  Atalanta  34  m.  16  s. 
Mischief  beat  Gracie  4  m.  38  s.  on  time  allowance,  though  beaten 
8  s.  on  elapsed  time.     The  summary  : 


Elapsed  Corrected 

Outer  Mark  Finish  Time  Time 


.,                                                                           "•    "■    S.                      H.    M.   S.  H.   M.   5.  H.   M.    S.  H.   M.    S. 

'■'''<^"'" II. 58. 17              1. 40.14  4.53.°  4-54.53  4-54-53 

Atalanta 11.58.47               l.^z.i<)}4  SiS'9  536.32  5.33.47 

[87] 


[,876-,s8,]      THE  LAWSON  HISTORY 

There  is  little  question  that  had  the  Canadian  sloop  been  raced 
under  more  favorable  circumstances  as  to  preparedness,  she  would 
have  made  a  better  showing.  The  race  was  aptly  commented 
upon  in  The  Sp'iiit  of  the  Times,  as  follows  : 

"  The  race  Wednesday,  if  race  it  can  be  called  —  amounts  to 
this  :  Mischief,  a  tried  and  proved  sloop,  confessedly  one  of  the 
fastest  in  the  world,  thoroughly  fitted  out  and  equipped,  fully 
manned,  and  magnificently  handled,  distanced  the  Atalanta,  a  new 
yacht,  hastily  built,  totally  untried,  and  miserably  equipped,  with 
sails  that  misfitted  like  a  Chatham  Street  suit  of  clothes,  and 
bungled  around  the  course  by  an  alleged  crew,  who  would  have  been 
overmatched  in  trying  to  handle  a  canal  boat  anchored  in  a  fog." 

This  was  a  little  hard  on  the  crew,  who  were  doubtless  pretty 
fair  sailors,  according  to  their  standard  ;  but  it  reflected  the  senti- 
ment of  the  day. 

Capt.  Cuthbert  showed  that  there  was  good  fighting  blood  in 
him  by  announcing  at  the  conclusion  of  the  races  that  it  was  his 
intention  to  lay  Atalanta  up  in  New  York  for  the  winter  and  chal- 
lenge with  her  again  the  next  spring.  His  ambition  for  further 
attempts  with  Atalanta  availed  him  nothing,  however,  as  a  clause 
in  the  new  deed  of  gift  barred  a  defeated  vessel  from  challenging 
a  second  time  until  after  the  lapse  of  two  years  from  the  date  of 
her  last  races. 

Atalanta  was  taken  back  to  Lake  Ontario  and  there  for  fifteen 
years  she  was  raced  with  success,  chiefly  under  the  ownership  of 
W.  J.  Eyre,  of  Brighton,  Ontario,  showing  her  heels  to  the  fleet 
in  many  a  hard-fought  contest.  She  was  partly  burned  in  1896. 
Subsequently  she  was  taken  to  Chicago  and  rebuilt,  with  higher 
sides  and  flush  decks.      She  was  last  heard  from  in  New  Orleans. 

The  seeker  for  historical  detail  about  the  two  Canadian  chal- 
lengers finds  a  peculiar  paucity  of  material.  The  Royal  Canadian 
Yacht  Clulj  of  Toronto,  which  the  Countess  of  Dufi'erin  represented, 
lost  all  its  records,  photographs,  and  prints  of  jachts  in  a  fire  that 
destroyed  its  club-house  a  few  years  ago,  while  the  Bay  of  Quinte 
Yacht  Club,  which  Atalanta  represented,  has  gone  out  of  exist- 
ence. No  authentic  pictures  of  the  two  Cuthbert  boats  appeared 
in  newspapers  or  illustrated  periodicals  in  their  time,  and  their 
models  *  do  not  hang  w  ith  those  of  the  other  challengers  for  the 
cup  in  the  model-room  of  the  New  York  Yacht  Club,  nor  have 
they  been  preserved  in  the  family  of  Capt.  Cuthbert,  now  deceased. 

*  The  original  model   of  Atalanta,  from  which  by    Lieut. -Col.    William    N.    Ponton   of  Belleville. 

Capt.  Cuthbert  laid  down  that  vessel,  was  presented  It  shows  her   as   she    appeared   in    1886.      Her   rig 

by  him  to  Dr.  H.  A.  Yeomans  of  Belleville,  Onta-  then  differed  from  that  carried  in    the  cup    races  of 

rio,  just  before  Atalanta  started  for  New  York,  and  1 88  I,  when  her  jib-stay  setup  from  the  bowsprit  end. 
is  now   in    Dr.    Yeomans'    possession.      From    this  The  drawings  of  the  Countess  of  Dufferin  given 

model,  loaned  the  authors  by  Dr.  Yeomans,  the  lines  here  are  from  a   photograph  of  that    vessel    as    she 

of  Atalanta  were  taken  for  publication  in  this  book,  appeared  on  the  stocks  before  launching,  which  was 

they  never  having  been  published  before.  loaned    the   authors   by    Alexander  G.  Cuthbert   of 

The  pen  picture  of  Atalanta    in    this    history   is  Chicago,  a  son  of  Capt.  Cuthbert,  who    follows    his 

from  a  photograph  of  that  vessel  loaned  the  authors  father's  business  as  a  designer. 

[88] 


OF  THc 

UNIVERSITY 


of  THE  AMERICA'S  CVP       [.^ye-.ss.] 

In  the  somewhat  haz}^  accounts  of  the  Canadian  races  for  the 
cup  which  the  public  reads  from  time  to  time,  reference  is  made 
to  Capt.  Cuthbert  as  a  builder  who  wanted  an  advertisement  for 
his  busuiess,  and  therefore  arranged  to  have  the  challenges  made. 
This  is  doubdess  true,  though,  in  the  light  of  history  in  cup  chal- 
lenges, there  is  in  it  nothing  discreditable.  The  challenger  who 
preceded  him  was  advertising  himself  preparatory  to  being  put  up 
for  Parliament  from  the  Harwich  district,  from  which  he  was  sub- 
sequently elected  ;  while  in  these  days  a  challenge  for  the  cup  has 
been  known  to  stimulate  trade  for  the  challenger.  Capt.  Cuth- 
bert handled  the  straight-edge  and  the  adz,  and  he  was  the  only 
man  who  ever  challenged  for  the  cup  that  could  and  did  himself 
create  with  brain  and  hand  a  vessel  to  sail  under  his  challenge. 
His  efforts  and  motives  should  be  rated  accordingly. 


"'W^^^^^^^^mi'^(sm^ 


[89] 


[■S85]  THE  LAWSON  HISTORY 


ENGLAND  SENDS  A  CUTTER,  WHICH 
IS  DEFEATED  BY  AN  EASTERN  YACHT 
CLUB  VESSEL:   1885.    CHAPTER  VII. 

©lF=53ytf=*/l^I STORY,  in  every  field  of  human   effort,  naturally 

0   "^l^jf  1i  ])  divides    itself  into    epochs.      The    annals    of   the 
VW  Mf,*)  America's   cup   which  ended  with  the  last  Can- 

0   'H^  W^  adian  races,  may  be   set  down  as  forming  the  first 
iQpsj  1^^  epoch  in  its  history,  in  which  mistakes  were  not 
/^   Wm/}  ^V   ^^'^ntiiio'  b^it  much  progress  toward  better  sport 

((  ^— ^*^?-4 1)  ^^^^  made. 

S^^^^^^fi  The  next  epoch  begins  with  the  return  of  the  cup 
'^fe— -Sfe-— iJ^y  bv  the  New  York  Yacht  Club  to  the  only  surviving 
member  of  tlie  company  of  original  owners,  in  order  that  it  might 
be  conveyed  by  him  back  to  the  club  under  a  more  specific  deed  of 
gift.  The  club  believed  the  original  deed,  though  a  simple  and 
direct  document,  was  no  longer  adequate  to  cover  all  the  points 
that  had  developed  in  the  growth  of  the  sport.  For  example,  it 
^\  as  found  it  permitted  a  challenger  built  on  the  borders  of  the 
United  States  to  be  brought  to  New  York  by  canal,  and  it  did  not 
prevent  such  a  boat  from  being  kept  there  from  season  to  season 
for  the  purpose  of  challenging  for  the  cup.  As  the  races  were  to 
bring  out  seamanship  as  well  as  speed,  according  to  the  ideas  of 
both  American  and  English  yachtsmen,  it  was  deemed  desirable 
that  vessels  sliould  come  to  contend  for  the  cup  wider  their  own 
sail,  and  not  in  tow  through  a  canal,  or  perhaps  on  the  deck  of  an 
ocean  steamer.  The  question  as  to  whether  challengers  should 
be  met  thereafter  vessel  for  vessel  was  deemed  an  important  one 
to  settle  forever.  These  points  the  new  transfer  of  the  cup  to  the 
club  were  designed  to  cover. 

The  question  of  returning  the  cup  to  Mr.  Schuyler  for  recon- 
veyance came  up  after  the  races  of  Mischief  and  Atalanta. 

The  club,  by  resolution,  on  the  17th  of  December,  1881, 
returned  the  cup  to  Mr.  Schuyler,  who,  on  Jan.  4th,  1882,  re- 
con\eyed  it  to  the  club  by  a  letter  of  gift,  in  which  the  cup  was 
vested  in  the  club  as  trustee  under  the  following  conditions  : 

Any  organized  vacht  clul)  of  a  foreign  country,  incorpo- 
rated, patented,  or  licensed  by  the  legislature,  admiralty  or 
other  executive  department,  ha\ing  for  its  annual  regatta  an 
ocean  ^\•ater-course  on  the  sea  or  on  an  arm  of  the  sea  (or  one 
\\hich  comi^ines  lioth),  practicable  for  vessels  of  300  tons, 
shall  alwavs  be  entitled,  throug'h  one  or  more  of  its  members, 

[  90'] 


o/THE  AMERICA'S  CVP  [.s^s] 

to  the  right  of  sailing  a  match  for  this  cup,  with  a  3-acht  or 
other  vessel  propelled  by  sails  only,  and  constructed  in  the 
country  to  which  the  challenging  club  belongs,  against  any 
one  yacht  or  vessel  as  aforesaid,  constructed  in  the  country 
of  the  club  holding  the  cup. 

The  yacht  or  vessel  to  be  of  not  less  than  30  or  more  than 
300  tons,  measured  by  the  custom-house  rule  in  use  by  the 
country  of  the  challenging  party. 

The  challenging  party  shall  give  six  months'  notice  in  writ- 
ing, naming  the  day  for  the  proposed  race,  which  day  shall 
not  be  later  than  seven  months  from  the  date  of  the  notice. 

The  parties  intending  to  sail  for  the  cup  maj-,  by  mutual 
consent,  make  any  arrangement  satisfactory  to  both  as  to  the 
date,  course,  time  allowance,  number  of  trials,  rules,  and  sail- 
ing regulations,  and  any  and  all  other  conditions  of  the  match, 
in  which  case  also  the  six  months'  notice  may  be  waived. 

In  case  the  parties  cannot  mutually  agree  upon  the  terms 
of  a  match,  then  the  challenging  party  shall  have  the  right  to 
contest  for  the  cup  in  one  trial,  sailed  over  the  usual  course 
of  the  annual  regatta  of  the  club  holding  the  cup,  subject  to 
its  rules  and  sailing  regulations,  the  challenged  party  not 
being  required  to  name  its  representative  until  the  time 
agreed  upon  for  the  start. 

Accompanying  the  six  months'  notice  there  must  be  a 
custom-house  certificate  of  the  measurement,  and  a  state- 
ment of  the  dimensions,  rig,  and  name  of  the  vessel. 

No  vessel  which  has  been  defeated  in  a  match  for  this 
cup  can  be  again  selected  by  any  club  for  its  representative 
until  after  a  contest  for  it  by  some  other  vessel  has  intervened, 
or  until  after  the  expiration  of  two  years  from  the  time  such 
contest  has  taken  place. 

Vessels  intending  to  compete  for  this  cup  must  proceed 
under  sail  on  their  own  bottoms  to  the  port  where  the  contest 
is  to  take  place. 

Should  the  club  holding  the  cup  be  for  any  cause  dis- 
solved, the  cup  shall  be  handed  over  to  any  club  of  the  same 
nationality  it  may  select  which  comes  under  the  foregoing 
rules. 

It  is  to  be  distinctly  understood  that  the  cup  is  to  be  the 
property  of  the  club,  and  not  of  the  owners  of  the  vessel 
winning  it  in  a  match,  and  that  the  condition  of  keeping  it 
open  to  be  sailed  for  by  organized  3acht  clubs  of  all  foreign 
countries,  upon  the  terms  above  laid  down,  shall  forever 
attach  to  it,  thus  making  it  perpetually  a  Challenge  Cup  for 
friendly  competition  between  foreign  countries. 

George  L.  ScHinxER. 
[91] 


[■««5]  THE  LAWSON  HISTORY 

The  principle  that  the  cup  was  a  national  trophy  was  reiterated 
in  this  deed,  and  more  firmly  set  forth  than  in  the  deed  of  1857, 
as  will  be  seen  by  paragraph  next  to  the  last  in  the  conditions. 
The  strong  national  interest  in  the  races,  and  the  patriotic  senti- 
ment with  which  the  cup  was  regarded  by  the  American  people,  left 
no  room  for  any  other  condition  attaching  to  its  ownership.  It  was 
the  property  of  the  nation,  and  the  New  York  Yacht  Club  was  re- 
sponsiiile  as  its  keeper.  This  status  of  the  cup  had  developed  from 
the  four  series  of  challenge  races  sailed  for  it  since  its  conveyance  to 
the  club  in  trust  in  1857.  At  that  period  the  general  public  hardly 
knew  there  was  such  a  trophy,  and  cared  little  who  should  hold  it. 
The  attempts  of  Mr.  Ashbury  and  the  Canadians  to  take  the  cup 
awa}'  from  the  country  aroused  such  a  strong  national  spirit  of  con- 
test that  the  American  people  came  to  regard  the  cup  as  a  distinctly 
national  trophy,  in  which  every  patriotic  citizen  had  a  right  to  feel 
a  sense  of  proprietorship.  To  such  a  keen  American  as  George 
Lee  Schuyler,  the  recognition  of  this  broad  fact  was  inevitable, 
and  with  characteristic  acumen  he  again  set  forth  in  writing,  and 
more  fully  than  before,  that  the  cup  was  the  trophy  of  the  nation, 
and  diat  should  the  club  holding  it  at  any  time  be  dissolved,  the 
stewardship  should  devolve  upon  some  other  club. 

The  acceptance  by  the  New  York  Yacht  Club  of  the  cup  under 
the  conditions  quoted  Avas  signalized  by  a  notice  sent  by  the  club 
to  every  yacht  club  of  repute  in  the  world,  enclosing  the  condi- 
tions of  the  new  deed,  and  inviting  foreign  yachtsmen  to  friendly 
contests  for  the  cup. 

English  yachtsmen  had  not  forgotten  the  cup  in  the  years  their 
Canadian  brethren  were  trying  to  win  it,  but  they  were  not  ambitious 
to  try  for  it  again  with  a  schooner.  Cutters  represented  the  best 
English  racing  yachts  of  that  period,  and  the  conclusion  was 
arrived  at  in  England  that  if  the  cup  were  to  be  won,  it  could  best 
be  won  with  a  cutter.  The  next  challenge  the  New  York  Yacht 
Club  received  was  therefore  for  that  type  of  vessel,  and  not  for 
one,  but  two,  though  three  years  elapsed  after  the  writing  of  the 
deed  of  1882  before  a  challenge  was  received. 

On  December  20th,  1884,  the  New  York  Yacht  Club  received 
notice  from  Mr.  J.  Beavor  Webb,  designer  of  the  cutters  Genesta 
and  Galatea,  that  a  challenge  would  be  sent  the  club  on  behalf  of 
both  those  vessels.  On  February  26th,  1885,  the  challenge  was 
sent  by  Mr.  Beavor  Webb,  acting  in  behalf  of  Sir  Richard  Sut- 
ton, owner  of  the  Genesta,  representing  the  Royal  Yacht  Squad- 
ron, and  Lieut.  William  Henn,  R.  N.,  representing  the  Royal 
Northern  Yacht  Club.  The  challenger  asked  that  the  races  with 
the  Genesta  be  sailed  between  August  20th  and  September  1st, 
1885,  and,  if  that  boat  was  unsuccessful,  those  with  the  Galatea 
before  September  17th,  the  races  to  be  three  in  a  series,  the  yacht 

[92] 


W  <S.  /vvo  c 


UNIVERSITY    I 

OF 


of  THE  AMERICA'S  CVP  E'^^s] 

winning  two  out  of  three  to  be  declared  the  winner.  The  request 
was  made  that  the  defending  yacht  be  named  prior  to  the  day  of 
the  first  race  ;  that  the  races  be  sailed  over  an  ocean  course  "  free 
from  tides  and  shallow  water"  so  far  as  practicable,  and  that  time 
allowance  be  figured  "by  the  mean  of  time  "  ascertained  by  the 
New  York  Yacht  Club  and  English  Yacht  Racing  Association 
methods  of  measurement.  The  challenger  suggested  that  Mr. 
George  L.  Schuyler  act  as  referee  in  points  of  difference,  and 
named  as  his  representative  Dr.  J.  McG.  Woodbury  of  the  Sea- 
wanhaka-Corinthian  Yacht  Club. 

A  challenge  for  two  vessels  at  one  time  was  a  new  condition  in 
cup-racing  events.  The  New  York  Yacht  Club  met  it  in  a  satis- 
factory manner  by  promptly  accepting  the  challenge  for  Genesta, 
and,  on  June  16th,  provisionally  accepting  that  for  Galatea,  which 
would  be  met  the  following  year,  in  the  event  of  Genesta  being 
unsuccessful. 

Arrangements  of  details  for  the  match  with  Genesta  progressed 
smoothly,  the  only  serious  point  of  difference,  that  of  the  method 
of  figuring  time  allowance,  being  decided  by  Mr.  Schuyler  as 
referee,  who  ruled  that  the  New  York  Yacht  Club  method  should 
be  employed,  on  the  principle  that  the  rules  of  the  club  in  posses- 
sion of  the  cup  should  always  govern  measurement  for  time  allow- 
ance. The  New  York  Yacht  Club  method  was  then  embodied  in 
the  following  formula  adopted  in  1882  :  * 


2  L.  +  y/S.  A. 
3 

The  members  of  the  America's  cup  committee  appointed  to 
act  in  the  Genesta  races  were :  Philip  Schuyler,  J.  F.  Tams, 
C.  H.  Stebbins,  Jules  A.  Montant,  Joseph  R.  Busk,  and  George 
L.  Schuyler.      The  courses  decided  upon  for  the  races  were  :  One 

■^  Various  changes  have  been  made  in  measure-  vessels  as  follows  :  A  base  line  is  taken  from  a  point 
ment  rules  since  the  beginning  of  racing  for  the  midway  between  the  jib-topsail  stay  and  the  jibstay 
America's  cup.  The  English  rule  in  force  when  on  bowsprit,  in  a  straight  line  to  the  end  on  the 
the  America  won  the  cup  was  based  on  a  formula  main-boom,  plus  the  excess  of  the  length  of  the  gaflf, 
which  took  the  length  of  the  keel,  less  the  beam,  (measured  from  after  side  of  mast  to  end,)  over  80 
multiplied  by  the  beam  and  then  by  one  half  the  per  cent  of  topmast  measured  from  hounds  to  Jowcr 
beam,  and  divided  by  94,  which  gave  the  cubic  con-  side  of  sheave  of  topsail  halyard-block.  The  base 
tents  of  the  vessel.  In  1871  the  American  rule  line  shall  be  modified  in  any  case  where  the  spin- 
was  to  obtain  the  cubic  contents  of  the  vessel's  under-  naker-boom  measures  more  than  the  distance  from 
water  body.  This  was  soon  followed  by  a  rule  to  the  fore  side  of  the  mast  to  the  forward  point  of 
take  the  cubic  contents  of  the  hull  below  the  lowest  base  line,  the  excess  to  be  added  to  the  base  line, 
point  of  freeboard.  This  gave  way  to  the  rule  of  A  perpendicular  line  is  taken  along  the  after  side  of 
1882,  that  held  until  the  advent  in  I  89 1  of  Gloriana,  the  mast  from  the  under  side  of  the  sheave  for  gaff- 
followed  by  similarly  designed  vessels,  which  sailed  topsail-halyard  to  the  upper  side  of  boom  when  rest- 
when  heeled  on  a  greatly  increased  immersed  length  ing  on  the  saddle  or  lowest  part  of  gooseneck.  To 
that  could  not  be  taxed  under  tlie  then  existing  rule,  obtain  the  estimated  area  multiply  the  base  by  the 
The  present  rule  therefore  was  devised,  under  the  perpendicular  and  divide  the  result  by  two.  Length 
following   formula:  is  the  length  on  the  water-line  exclusive  of  any  part 

The  square  root  of  the  sail  area  plus  the  length,  of  the  rudder  or  rudder  stock,  and  is  to  be  taken 

divided  by  two,  equal  racing  length.  with  crew  aboard,   and  grouped  amidships. 


The    measurement  is  obtained  on  single-masted 


[93] 


[■««5]  THE  LAWSON  HISTORY 

over  the  inside  course,  thirty-eight  miles  ;  one  over  a  triangular 
course,  forty  miles,  and  one  twenty  miles  to  windward  or  lee- 
ward, off  Sandy  Hook  ;  time  limit  to  be  seven  hours  ;  the  dates 
to  be  between  the  1st  and  16th  of  September.  The  committee 
agreed  to  name  the  defender  one  week  before  the  races,  reserv- 
ing the  right  to  substitute  another  boat  should  the  defender  be 
disabled.  Both  defender  and  challenger  were  to  be  allowed  time 
for  repairs  in  case  of  accident. 

Several  months'  correspondence  was  required  to  settle  all  these 
points,  but  there  was  no  departure  in  it  from  the  highest  degree  of 
courtesy  and  consideration  on  the  part  of  both  challenger  and  chal- 
lenged. In  fact,  the  relations  of  the  New  York  Yacht  Club  and 
the  owners  of  both  Genesta  and  Galatea  were  notably  courteous, 
and  form  a  bright  page  in  the  record  of  the  sport. 

Great  public  interest  was  shown  in  the  challenges  for  the  cup 
in  the  spring  of  1885.  The  cutter  t3'pe  of  yacht  had  made  a  deep 
impression  on  the  minds  of  American  yachtsmen,  who  at  first 
watched  it  from  afar,  then  sought  to  view  it  at  closer  range 
by  building  or  importing  small  cutters.  Our  "skimming- 
dish"  sloops  were  not  good  rough-weather  boats,  while  cutters 
were.  Time  was  to  work  out  a  combination  of  the  two,  and  the 
first  steps  in  that  direction  were  taken  when  Mr.  Robert  Center 
and  A.  Cary  Smith  designed,  from  the  lines  of  the  famous  English 
cutter  Mosquito,  built  on  the  Thames  in  1848,  an  iron  yacht; 
which  was  built  at  Chester,  Pa.,  in  1871,  and  called  Vindex. 
This  vessel  was  not  only  the  first  iron  3'acht  built  in  this  countrj^ 
but  was  the  first  to  be  laid  down  here  entirely  from  drawings,  as 
well  as  the  first  to  contain  distinctly  cutter  features.  She  was  63 
feet  overall,  56  feet  water-line,  17  feet  4  inches  beam,  7  feet 
6  inches  deep,  and  8  feet  10  inches  draft,  with  a  keel.  Her 
forestay  ran  to  the  knight-heads,  and  her  jibs  were  set  flymg. 
She  was  not  a  fast  boat  for  racing,  but  was  an  excellent  cruiser, 
and  able  in  strong  weather,  especially  to  windward.  She  lasted 
more  than  a  quarter  of  a  century,  being  broken  up  in  1899. 

In  1876  Mr.  John  Hyslop  of  New  York  designed  and  buih  a 
boat  called  Petrel,  which  was  also  a  departure  from  the  sloop. 
She  was  32  feet  overall,  8  feet  beam,  6  feet  deep,  and  4  feet  6 
inches  draft.      She  carried  four  tons  of  ballast  inside. 

The  next  boat  of  cutter  type  constructed  in  this  country  was 
Volante,  built  from  the  designs  of  Commodore  Robert  Center 
by  John  Mumm  of  Brooklyn,  in  1877.  She  was  45  feet  long, 
12  feet  beam,  and  7  feet  draft.  She  was  cutter  rig,  and  was 
rated  as  a  cutter,  though  she  might  well  have  been  called  a  deep 
sloop. 

Here  it  may  be  well  to  define  the  difference  between  the 
cutter  and  sloop.      In  the  ninety-footers  of  to-day  there  is  no  dif- 

[94] 


of  THE  AMERICA'S  CVP  ['«»5] 

ference,  so  completely  have  the  two  types  been  merged  ;  but  the 
difference  in  the  original  types  was  marked.  The  cutter  was  a 
deep,  narrow  and  wall-sided  keel  boat,  with  a  short  mast  set  well 
aft,  tall  topmast,  reefing  bowsprit  that  could  be  hauled  inboard, 
double  jibs  and  a  loose-footed  mainsail,  not  laced  to  the  boom. 
Her  jibs  were  set  flying.  The  sloop  was  wide,  with  flarhig 
sides,  of  shallow  draft,  with  centre-board  ;  her  bowsprit  was  fixed 
and  longer  than  the  cutter's,  her  mast  taller,  and  stepped  farther 
forward,  her  mainsail  was  laced  to  the  boom,  and  her  single  head- 
sails  was  hoisted  on  a  stay. 

The  first  perfect  cutter  built  in  this  country  was  Muriel,  de- 
signed by  John  Harvey  of  England,  for  James  Stillman,  Esq.,  of 
New  York,  and  constructed  by  Henry  Piepgras  of  Brooklyn  in 
1878.  She  was  45  feet  overall,  9  feet  beam,  6  feet  3  inches  deep, 
and  7  feet  9  inches  draft,  with  six  and  one-half  tons  of  outside 
lead.  The  second  American  cutter  was  Yolande,  built  by  Piepgras 
for  Mr.  Roosevelt  Schuyler  in  1879.  She  was  32  feet  overall, 
25  feet  water-line,  7  feet  6  inches  beam,  and  5  feet  deep,  and 
carried  8700  pounds  of  outside  lead. 

These  vessels  were  at  first  considered  lightly  by  all  but  their 
partisans.  In  1881,  however,  there  came  to  New  York  a  cutter 
that  caused  American  yachtsmen  to  open  their  eyes.  She  was 
Madge,  owned  by  James  Coates,  a  thread  manufacturer  of  Paisley, 
Scotland.  She  came  over  on  the  deck  of  the  steamer  Devonia,  in 
August,  and  in  charge  of  a  capable  skipper  she  won  seven  out  of 
eight  starts  that  season,  being  beaten  only  by  the  sloop  Shadow, 
owned  by  Dr.  John  Bryant  of  Boston.  Madge  was  46  feet  1  inch 
overall,  38  feet  9  inches  length  on  water-line,  7  feet  9  inches  beam, 
and  8  feet  3  inches  draft.  She  was  as  wet  as  a  half-tide  ledge  in 
a  sea  way,  but  speedy  and  handy,  and  she  made  a  deep  impression 
here. 

The  enthusiasm  aroused  by  Madge  and  other  cutters  that 
followed  her  led  to  the  belief,  when  the  Genesta  challenge  was 
received,  that  we  had  no  sloop  on  this  side  of  the  water  fast 
enough  to  defend  the  cup  against  a  large,  powerful,  and  fast  English 
cutter. 

These  circumstances  led  to  a  renaissance  in  yacht-building  in 
the  United  States  that  year.  Old  traditions  were  jettisoned,  radi- 
cal steps  were  taken,  and  American  yachting  was  benefited  by  a 
new  type  of  yacht,  the  forerunner  of  the  deep,  fast  boats  of  the 
present  day. 

The  New  York  Yacht  Club,  recognizing  in  the  spring  of  1885 
that  the  cup  was  in  danger,  sent  out  an  appeal,  in  the  form  of  a 
circular,  to  all  the  yacht  clubs  of  the  United  States,  which  had 
considerable  significance.  It  invited  any  American  club  with  a 
member  or  members  rich  enough  to  build  a  possible  cup  defender, 

[95] 


[■^«5]  THE  LAWSON  HISTORY 

to  come  forward  with  a  candidate  for  cup-defence  honors.     The 

circular  was  as  follows  : 

New  York,  May  13th,  1885. 
A  series  of  races  under  the  auspices  of  the  New  York 
Yacht  Club  will  take  place  in  the  latter  part  of  June  or  early 
in  July.  These  races  will  probably  be  completed  within  the 
period  of  one  week.  They  will  be  open  to  all  single-mast 
vessels  of  not  less  than  sixty  feet  in  length  on  the  water-line, 
belonging  to  any  duly  organized  yacht  club  in  the  United 
States,  with  the  condition  that  any  vessel  taking  part  therein 
shall  be  subject  to  selection  by  the  committee  in  charge  as  the 
representative  of  the  New  York  Yacht  Club  in  the  coming 
races  for  the  America's  cup,  the  committee  reserving  to  them- 
selves the  right  of  forming  their  own  judgment  as  to  fitness  for 
the  purposes  in  view,  irrespective  of  the  actual  result  of  the 
races. 

The  dates  of  these  races  will  be  fixed  as  far  as  possible  to 
suit  the  convenience  of  those  taking  part  in  them,  and  owners 
who  intend  to  enter  their  vessels  are  requested  to  place  them- 
selves in  communication  with  the  committee  as  soon  as  pos- 
sible, by  addressing  the  secretary  of  the  committee,  Mr. 
Charles  A.  Minton,  New  York  Yacht  Club  House,  No.  67 
Madison  Avenue,  New  York  City. 

The  response  to  this  call  was  worthy  of  a  maritime  nation  ready 
to  do  battle  for  leadership  on  blue  water  ;  and  to  Boston,  the  old- 
time  nursery  of  deep-water  sailors  and  the  home  of  deep-sea  ships, 
fell  the  honor  of  building  the  boat  that  not  only  defended  the  cup, 
but  was  to  be,  in  the  fullest  sense  of  the  term,  an  epoch-making 
craft. 

The  news  of  the  challenge  of  Genesta  had  hardly  been  made 
public  before  a  party  of  Boston  business  men  decided  to  build  a 
vessel  for  cup  defence,  to  represent  New  England.  The  syndi- 
cate included  Mr.  J.  Malcolm  Forbes,  who  was  to  bear  the  bulk 
of  the  expense;  Gen.  Charles  J.  Paine,  Mr.  William  Gray,  Jr., 
Mr.  Henry  S.  Hovey,  Mr.  William  F.  Weld,  Mr.  Augustus 
Hemenway,  Mr.  W.  H.  Forbes,  Mr.  John  L.  Gardner,  Mr.  J. 
Montgomerv  Sears  and  Mr.  F.  L.  Higginson.  Messrs.  Forbes, 
Paine  and  Gray  were  given  charge  of  the  yacht,  Gen.  Paine* 
being  the  active  manager. 

Edward  Burgess  was  commissioned  to  design  the  Boston  de- 

*  Charles  J.  Paine  was  born  In  Boston  in  1S53,  general  of  volunteers.  He  inherited  a  considerable 
of  an  old  family,  was  graduated  from  Harvard  in  fortune,  which  was  increased  by  marriage,  and  for- 
1853,  and  prepared  himself  for  a  career  in  the  law,  tunate  investments  in  Western  railroads.  His  yacht- 
but  never  practised.  He  served  through  the  civil  ing  experience  was  gained  chiefly  in  Massachusetts 
war  as  an  officer  in  various  volunteer  commands,  waters, 
and  towards  its  close  received  brevet  rank  of  major 

[96] 


5fe^)2?^=^,^l£^^^^_^^ 


-^-..3^- 


r?^ 


(   '^■'^IVTKo.-y     , 


of  THE  AMERICA'S  CVP  ['««5] 


fender,  which  was  called  Puritan.  Work  on  Puritan  was  begun 
in  March,  at  the  yard  of  George  Lawley  &  Son  in  South  Boston, 
and  the  vessel  was  launched  May  26th,  1885. 

Puritan  was  a  radical  departure  from  the  old-time  American 
sloop,  and  a  type  in  herself,  combining  the  beam,  power  and  centre- 
board of  the  sloop,  with  some  of  the  depth  and  the  outside  lead  of 
an  English  cutter.  In  this  respect  she  was  the  first  vessel  of  her 
kind,  the  pioneer  in  the  combmation  of  American  and  English 
ideas  which  has  resulted  in  the  wonderfully  fast  yachts  of  the 
present.  She  was  as  far  removed  from  the  "skimming-dish" 
types  that  preceded  her  as  the  racers  of  the  present  period  are  re- 
moved from  her.  She  was  at  that  time  undoubtedly  the  fastest 
American  yacht  ever  built,  and  events  in  the  racing  season  of  1885 
justified  the  belief  that  had  she  not  been  built  the  cup  would  have 
gone  back  to  England  that  year. 

The  racing  dimensions  of  the  Puritan  were  as  follows  :  Length 
overall  94  feet;  length  on  water-line  81  feet  1}4  inches;  beam 
22  feet  7  inches  ;  draft  8  feet  8  inches  ;  length  of  mast  from  deck 
to  hounds  60  feet  ;  length  of  topmast  44  feet ;  length  of  main- 
boom  76  feet  6  inches  ;  length  of  gaff  47  feet ;  length  of  bow- 
sprit oudjoard  38  feet ;  length  of  spinnaker-boom  62  feet  ;  dis- 
placement 105  tons  ;  ballast  48  tons  ;  sail  area  7,982  square  feet ; 
racing  measurement  83.85  feet. 

The  following  description  of  her  is  given  as  a  matter  of  record  : 
Her  keel  was  shaped  from  an  oak  stick,  56  feet  long  and  26  inches 
square.  The  lead  keel  was  45  feet  long,  2  feet  wide,  and  16 
inches  deep.  The  frames  were  of  the  best  white  oak,  spaced  22 
inches  on  the  centres.  The  centre-board,  of  hard  pine,  with 
upper  and  lower  planks  of  oak,  was  22  feet  long,  11  feet  deep,  and 
4  inches  thick.  The  five  lower  strakes  of  the  hull  were  of  oak, 
and  copper-fastened.  Above  the  water-line  the  planking  was  of 
hard  pine,  2^  inches  thick.  On  the  deck,  which  was  flush,  the 
planking  was  of  white  pine,  and  ran  the  entire  length  of  the  yacht. 
Her  frames  were  double,  except  those  about  the  stern-post  and 
stem.  The  rudder-head  was  of  locust,  10  inches  in  diameter,  the 
rudder  of  oak,  tapered  to  2)4  inches.  Hackmatack  was  used  for 
twelve  pairs  of  hanging  knees,  and  yellow  pine  for  deck  beams, 
8  X  10  at  the  mast  and  6j4  X  5^2  inches  elsewhere.  The  step  of 
the  mast,  made  of  iron,  weighed  1,000  pounds,  and  was  bolted  to 
the  keel.  Attached  to  the  lower  plank  of  the  centre-board  was  an 
iron  shoe  weighing  900  pounds,  and  having  a  knife  edge.  The 
stanchions  were  made  of  locust,  16  inches  forward  and  14  inches 
aft,  and  the  rail  of  oak.  Companion-ways  and  skyhght  were  of 
mahogany.  The  interior  finishing  and  furnishing  was  of  the  best. 
The  main  cabin,  16  X  12  feet,  was  finished  in  mahogany  and  pine, 
and  had  two  mahogany  sideboards,  large  lounges,  and  mahogany 

[97] 


[>««5]  THE  LAWSON  HISTORY 

posts  carved  to  resemble  ships'  cables.  The  ladies'  cabin,  abaft 
the  main  saloon,  was  beautifully  furnished  and  had  every  conven- 
ience. Two  state-rooms,  10^  X  6}4  feet,  were  forward  of  the 
cabin,  and  just  forward  of  these  was  a  lavatory.  There  was  a 
room  for  the  captain,  two  for  the  mates,  a  roomy  galley,  and  a 
forecastle  with  iron  swinging  berths,  which  accommodated  eigh- 
teen men.  Crucible  steel  wire  was  used  for  the  rigging.  Messrs. 
H.  Pigeon  &  Sons,  of  East  Boston,  furnished  the  spars,  and 
Messrs.  J.  H.  McManus  &  Son,  of  Boston,  the  sails,  which  were 
of  Plymouth  duck. 

As  several  members  of  the  Puritan  syndicate  were  prominent 
in  the  affairs  of  the  Eastern  Yacht  Club  of  Marblehead,  Puritan 
was  identified  as  an  Eastern  Yacht  Club  vessel.  She  was  enrolled 
on  the  club  list  in  the  name  of  Edward  Burgess,  Agent,  and  flew 
as  her  owner's  signal  the  flag  of  Mr.  Burgess  throughout  her  first 
year,  both  in  the  trial  races  in  which  she  qualified  as  cup  defender, 
and  in  the  cup  races  themselves,  although  Mr.  Burgess  was  not  a 
member  of  the  New  York  Yacht  Club.  This  fact  is  mentioned 
here  because  of  a  question  that  subsequently  arose  as  to  whether 
or  not  Puritan  defended  the  cup  under  the  colors  of  a  non-member 
of  the  New  York  Yacht  Club.  Mr.  Burgess  was  legally  the  ves- 
sel's responsible  owner,  as  would  have  appeared  had  any  claim 
been  made  against  her  for  damages  resulting  from  accidents  at 
sea,  or  other  causes.  He  was  not  a  member  of  the  New  York 
Yacht  Club,  and  therefore  not  amenable  to  its  rules.  Gen.  Paine, 
who  managed  the  boat,  was  a  member  of  the  club,  and  this  enabled 
the  club  to  regard  the  vessel,  for  the  purposes  of  racing  her  against 
Genesta,  as  a  New  York  Yacht  Club  vessel.  Had  the  club  so  de- 
sired, it  could  have  claimed,  however,  with  exact  truthfulness, 
that  Puritan  was  an  Eastern  Yacht  Club  vessel,  and  so  long  as  a 
non-member  was  her  responsible  owner,  she  was  not  eligible  to 
sail  in  a  series  of  races. conducted  under  the  rules  of  the  New  York 
Yacht  Club.  As  it  best  suited  the  club's  purpose  to  consider  her 
a  New  York  Yacht  Club  vessel,  she  was  entered  by  the  club  for 
the  trials  and  cup  races  in  the  name  of  Gen.  Paine,  though  her 
name  did  not  appear  as  a  club  vessel  in  the  club  book  of  that  year. 

The  maiden  trip  of  the  Puritan  was  made  on  the  17th  of  June, 
1885,  for  the  purpose  of  stretching  her  sails.  Her  sailing-master 
was  Capt.  Aubrey  Crocker,  of  Cohasset,  Mass.,  who  had  attracted 
the  attention  of  Puritan's  owners  by  his  skilful  handling  of  the 
sloop  Shadow.  The  trial  trip  of  Puritan  was  made  on  June  20th, 
1885,  and  on  this  and  subsequent  trials  the  result  was  most  grati- 
fying. On  the  30th  of  June  she  was  entered  for  her  first  race,  in 
the  regatta  of  the  Eastern  Yacht  Club,  ofl'  Marblehead  ;  and  over 
a  triangular  course  of  30  miles  she  led  the  fleet,  and  easily  defeated 
the  fastest  Eastern  sloops  and  schooners. 

[98] 


of  THE  AMERICA'S  CVP  c^^s] 

While  Boston  was  producing  Puritan,  New  York  was  busy 
turning  out  another  yacht  as  a  candidate  for  cup-defence  honors, 
to  be  called  Priscilla.  James  Gordon  Bennett,  commodore,  and 
W.  P.  Douglas,  vice-commodore  of  the  New  York  Yacht  Club, 
supplied  the  money  to  build  her  ;  A.  Gary  Smith  *  designed  her, 
and  she  was  built  by  the  Harlan  &  Hollingsworth  Company  of 
Wilmington.  She  M^as  a  centre-board  sloop,  with  hull  of  iron, 
and  was  designed  as  an  improved  Mischief.  Her  racing  dimen- 
sions were  as  follows  :  Length  overall  83  feet  3  inches  ;  water- 
line  95  feet  ;  beam  22  feet  5)4  inches  ;  depth  of  hold  9  feet  4 
inches  ;  draft  8  feet  7  inches  ;  length  of  mast  78  feet ;  deck 
to  hounds  61  feet  9  inches  ;  topmast  48  feet ;  boom  77  feet  ;  gaft 
48  feet  3  inches  ;  bowsprit  outboard  39  feet  7  inches  ;  spinnaker- 
boom  66  feet  ;  displacement  115  tons  ;  inside  ballast  47  tons  ;  sail 
area  7381  square  feet. 

Both  Puritan  and  Priscilla  sailed  in  the  New  York  Yacht  Club 
cruise  of  1885,  and  it  was  here  they  showed  their  relative  merits 
for  the  first  time.  Priscilla  was  fast  in  light  weather,  but  not  so 
good  as  Puritan  in  a  breeze.  In  a  heavy  blow,  the  3d  of  August, 
Puritan  outsailed  her  11  m.  40  s.,  in  forty  miles,  over  the 
Sow  and  Pigs  course,  off  Newport,  winning  the  Goelet  cup. 
This  victory  \\as  so  decisive  that  it  influenced  the  America's  cup 
committee  in  making  their  selection,  after  the  trial  races,  of  a  vessel 
to  defend  the  cuj). 

When  the  first  trial  race  was  sailed,  August  21st,  off"  Sandy 
Hook,  there  came  to  the  line  four  yachts  :  Puritan  and  Priscilla, 
the  cutter  Bedouin,  and  the  sloop  Oracle,  which,  it  will  be  remem- 
bered, was  an  unsuccessful  candidate  for  the  honor  of  defending 
the  cup  against  Atalanta  in  1881. 

Bedouin  was  the  first  and  only  cutter  of  the  English  type  that 
contested  for  the  honor  of  defending  the  America's  cup.  She  was 
a  fast  and  able  boat,  designed  by  John  Harvey,  and  built  for  Mr. 
Archibald  Rogers,  by  Piepgras,  at  City  Island,  in  1882.  She 
was  a  winner  of  various  trophies,  including  the  Goelet  cup  in 
1883.  Her  dimensions  were :  Length  overall  83  feet;  lengthen 
load  water-line  70  feet  8  inches  ;  beam  15  feet  6  inches  ;  depth  of 
hold  8  feet  6  inches  ;  draft  12  feet  6  inches. 

The  first  trial  race  was  to  have  been  sailed  August  20th,  but 
for  lack  of  wind  was  postponed  to  the  next  day.     The  course  was 

♦  Archibald  Cary  Smith  is  the  dean  of  Ameri-  painter,  rather  than  a  designer  of  vessels,  seemed 
can  designers.  He  is  a  native  of  New  York,  where  opening  to  Mr.  Smith  when,  in  1870,  Commodore 
his  father  was  a  minister  of  the  gospel.  As  a  boy  Robert  Center  interested  him  in  some  English  de- 
he  played  about  Brown's  yard  when  the  America  signs,  which  resulted  in  the  designing  of  Vindex, 
was  being  built.  He  displayed  an  eager  interest  in  the  first  iron  yacht  built  in  this  country.  Mr. 
boat-building,  and  acquired  much  early  knowledge  Smith's  designs  now  number  hundreds,  and  embrace 
of  its  practical  side  by  instruction  from  Capt.  "Bob"  a  variety  of  craft,  from  large  Long  Island  Sound 
Fish,  and  from  W.  W.  Bates,  afterward  U.  S.  passenger  boats  to  small  racing  yachts.  His  schoon- 
Commissioner  of  Navigation.     A  career  as  a  marine  ers  are  distinctive  and  famous. 

[99] 


[■^^5]  THE  LAWSON  HISTORY 

twenty  miles  to  -windward  from  Scotland  light-vessel,  the  wind 
sonth,  nine  knots  an  hour.  Puritan  defeated  Priscilla,  which 
allowed  her  1  m.  14  s.,  by  11  m.  12  s.,  corrected  time; 
Bedouin,  which  she  allowed  9  m.  38  s.,  by  18  m.  46  s.,  and 
Gracie,  which  she  allowed  9  m.  35  s.,  by  35  m.  53  s. 

In  the  second  trial  race,  sailed  August  22d,  over  a  trian- 
gular course,  forty  miles  long  from  Scotland  light-vessel,  wind  light 
S.  W.  by  S.,  weather  rainy,  Priscilla  defeated  Puritan  by  5  m. 
14  s.,  Gracie  by  29  m.  33  s.,  and  Bedouin  by  43  m.  6  s.  corrected 
time. 

The  decisive  race  was  sailed  August  24th,  over  the  inside  New 
York  Yacht  Club  course,  in  a  breeze  from  S.  S.  W.,  seven  and  a 
half  knots.  Puritan  defeated  Priscilla  by  1  m.  52  s.,  Gracie  by 
7  m.  22  s.,  and  Bedouin  by  13  m.  56  s.  Puritan,  therefore, 
was  selected  on  August  30th  to  defend  the  cup. 

While  the  trial  races  were  going  on,  the  challenger  Genesta 
was  in  American  waters,  having  arrived  at  New  York  July  16th, 
under  jury  rig.  She  was  a  typical  English  cutter  of  the  period, 
long,  narrow,  very  deep,  with  low  bilges  and  wall  sides,  a  straight 
stem,  a  high  overhang  aft,  long  bowsprit,  short  mast,  and  tall 
topmast.  She  was  thus  described,  from  facts  supplied  by  her 
designer  :  Length  o\'erall  96  feet  5  inches  ;  length  on  water-line 
81  feet  7y2  inches  ;  beam  15  feet ;  draft  13  feet  6  inches  ;  depth 
of  hold,  11  feet  9  inches  ;  length  of  mast  from  deck  to  hounds  52 
feet  ;  topmast  44  feet  6  inches  ;  boom  70  feet ;  gaft'  44  feet  ;  bow- 
sprit outboard  36  feet  6  inches  ;  spinnaker-boom  64  feet  ;  total 
ballast  72  tons  ;  ballast  on  keel  70  tons  ;  sail  area  7150  square  feet. 
She  carried  a  reefing  bowsprit.  Her  racing  measurement  was 
83.50  feet.  Her  frame  was  of  steel,  and  she  was  planked  with 
oak,  being  the  first  yacht  of  composite  build  to  sail  for  the  cup. 
Keelson,  stringers,  and  strengthening  plates  were  all  of  steel. 

Genesta  was  a  most  ship-shape  craft.  Her  deck  fittings 
presented  various  novelties,  and  on  deck  an  appearance  of 
liglitness  and  elegance  was  everywhere  noticeable.  She  had  a 
fine  cabin,  fitted  up  lightly  and  elegantly,  a  ladies'  cabin  aft,  and 
spacious  accommodations  for  the  captain,  crew,  and  steward. 
The  whole  interior  length  of  the  yacht  was  utilized.  The  hull 
was  coppered  to  withm  a  few  feet  of  her  covering  board.  Her 
rigging  was  of  English  style,  with  runners,  runner  pennants,  and 
runner  tackles  to  brace  aft  the  mast,  also  preventer  back-stays. 
She  carried  a  mainsail,  club-  and  working-topsails,  forestaysail, 
jib,  jib-topsail,  balloon-jibs,  balloon  jib-topsail,  and  spinnaker,  all 
made  by  Lapthorne. 

Genesta's  deck  gained  in  length  in  apjiearance  from  the  fine- 
ness of  her  ends,  her  counter  being  the  narrowest  and  lightest 
seen  on  any  cutter  of  the  same  size  up  to  that  time.      The  dead- 

[  100  J 


P    UNIVERSITY 


o/THE  AMERICA'S  CVP 


[1885] 


rise  of  Puritan  and  Genesta  differed  greatly,  Genesta  bein^  wedge- 
shaped,  while  Puritan  had  a  fuller  and  more  rounding  hull. 

Genesta  had  proven  a  success  from  the  start,  and  in  thirty-four 
races  at  home  had  won  seven  first  and  ten  second  prizes,  defeating 
at  one  time  or  another  the  best  of  the  cutter  fleet,  including  Irex,* 
although  the  friends  of  the  latter  believed  Irex  the  better  boat. 
Genesta  was  sailed  by  Captain  John  Carter,  an  able  Wivenhoe 
skipper.  The  yacht's  sails  were  carefully  watched  by  her  de- 
signer in  her  tuning-up  trials  off  the  Hook,  and  altered  from  time 
to  time  by  Mr.  Edwin  Lapthorne,  of  Lapthorne  &:  Ratsey  of  Cowes, 
who  came  over  especially  to  attend  to  the  matter.  The  yacht  was 
hauled  out  at  Erie  Basin,  September  2d,  and  American  critics 
agreed  that  she  was  a  "  slippery  customer." 

On  the  date  set  for  the  first  race,  September  7th,  there  was 
not  enough  wind  to  take  the  boats  over  the  course  of  twenty  miles 
to  windward  and  return,  within  the  time  limit.  The  start  was 
made  at  1.36  from  Scodand  light-vessel,  and  the  race  was  called 
off"  about  6,  with  the  yachts  near  the  outer  mark,  nearly  becalmed, 
Puritan  leading  by  about  two  miles.  The  test,  though  inconclu- 
sive, showed  Puritan  to  be  the  faster  in  light  airs. 

On  the  second  trial,  September  8th,  there  occurred  an  incident 
rare  in  the  history  of  the  cup  races,  and,  in  view  of  events  that 
followed  in  a  few  years,  worthy  of  being  commemorated  in  bronze. 
There  was  every  prospect  of  a  good  day's  sailing,  with  a  fine 
breeze  from  the  southeast,  when,  in  manceuvering  for  the  start, 
after  the  preparatory  gun  had  been  fired,  Puritan,  in  attempting 
to  cross  Genesta's  bow  fouled  the  challenger.  Miscalculation  of 
distance  and  the  speed  of  the  yachts  by  Puritan's  sailing-master 
caused  the  foul.  Puritan  failed  to  clear  Genesta,  whose  bowsprit 
was  driven  through  the  American  boat's  mainsail  near  the  leach- 
rope,  tearing  the  sail,  and  carrying  a«ay  Genesta's  bowsprit. 

As  Genesta  was  on  the  starboard  tack  at  the  time,  the  fault  all 
lay  with  Puritan,  and  in  accord  with  good  racing  usage  the  visitor, 
being  permanently  disabled,  was  entitled  to  the  prompt  award  of 
the  race.  It  was  here  Sir  Richard  Sutton  performed  a  chivalrous 
act  that  distinguishes  him  among  challengers  for  the  cup.  He 
refused  to  accept  the  race  at  the  expense  of  the  defending  yacht. 
The  scene  following  the  foul,  when  Genesta's  crew  were  clearing 
away  the  wreckage  of  their  bowsprit,  is  thus  described  by  Capt. 
Kenealy,  who  w  as  on  the  committee  boat  Luckenbach  : 

*   Irex   was  built  in    1884  for  John   Jameson,  she    "  would  to  a  moral    certainty  have  taken  the 

from   designs  by   Alexander  Richardson.      She    was  cup  had  she  been   sent  out   in  1884,"  to  quote  a 

8  3  feet  6  inches  water-line  and   1 5   feet  beam,  and  recently-expressed    opinion    of   a    London    yachting 

was  considered  a  fine  example  of  the  narrow  cutter,  authority.      In  this   view  well-informed  Americans 

Originally  she  was  fitted   with  a  centre-board,   but  did  not  concur,   as    they  believed    Irex    inferior  to 

this  was  soon  discarded.      Irex  was  highly  successful  both    Genesta    and    Galatea    for    racing    otF   Sandy 

in  her  first  season  and  English  yachtsmen  believed  Hook. 

[101] 


f««5]  THE  LAWSON  HISTORY 

"  The  Puritan  came  over  to  the  Luckenbach  and  asked  for  in- 
structions, but  the  cup  committee  was  consulting  and  he  received 
no  reply.  The  Luckeni)ach  steamed  over  to  the  Genesta  and  was 
hailed  by  Sir  Richard  Sutton,  who  asked  what  was  the  limit  of 
time  for  lodging  a  written  protest.  He  was  informed  that  three 
o'clock  on  the  following  afternoon  was  the  limit. 

"  Then  said  Mr.  Tams,  in  behalf  of  the  committee  :  '  We  have 
ruled  the  Puritan  out  ;  if  you  choose  to  sail  the  race  you  are  free  to 
do  so.' 

What  time  shall  we  have  ?  '  asked  Mr.  Roosevelt  Schuyler, 
who  was  on  board  the  Genesta. 

The  seven  hours'  limit,'  was  the  reply  of  Mr.  Tams. 

"  '  If  we  go  over,  what  will  you  call  the  starting  time?  '  in- 
quired Mr.  Schuyler. 

'  We  will  take  position  now  and  give  the  final  signal  if  you 
intend  to  go,'  rejoined  Mr.  Tams. 

'  Will  3'ou  give  us  time  to  rig  a  spinnaker-boom  for  a  bow- 
sprit ?  It  won't  take  us  long,'  was  the  next  question  of  Mr. 
Schuyler. 

"  But  while  the  committee  were  deliberating  on  this  point,  Sir 
Richard  Sutton  put  an  end  to  the  discussion  by  saying  : 

We  are  very  much  obliged  to  you,  but  we  don't  want  it  in 
that  way.     We  want  a  race  ;   we  don't  want  a  walkover.' 

"  This  decision  was  quite  satisfactory  to  the  committee.  The 
Luckenbach  took  Genesta  in  tow  and  dropped  her  at  Staten 
Island." 

The  owners  of  the  Boston  sloop  offered  to  assume  all  expense 
for  repairs  to  Genesta,  but  Sir  Richard  Sutton  was  too  generous 
to  accept  their  offer. 

Both  yachts  were  ready  to  sail  again  on  the  11th  of  September, 
when  a  third  trial  was  made,  no  race  again  resulting.  The  start 
was  at  11.35  in  a  six-knot  breeze  E.  by  N.,  but  the  yachts  became 
becalmed,  with  Puritan  ahead  by  about  one  and  a  half  miles  when 
at  5.30  the  race  was  called  off".  A  fourth  unsuccessful  attempt 
was  made  to  get  a  race  September  12th,  but  a  start  could  not  be 
made,  owing  to  lack  of  wind. 

A  decisive  race  was  sailed  on  Monday,  September  14th,  over 
the  inside  course,  thirty-eight  miles,  the  start  being  from  buoy  18, 
off  Bay  Ridge.  The  wind  was  southwest,  light  at  the  start,  and 
increasing  to  ten  knots.  When  the  starting  signal  was  giA-en,  at 
10.30  o'clock,  the  yachts  were  a  considerable  distance  from  the 
line,  and,  failing  to  cross  within  two  minutes,  time  was  computed 
from  10.32  o'clock.  Both  boats  crossed  a  few  seconds  later,  Ge- 
nesta being  a  short  distance  ahead,  but  slightly  to  leeward.  Puri- 
tan carried  mainsail,  club-topsail,  forestaysail  and  jib,  and  the 
cutter  corresponding  sails,  with  jib-topsail  added,  though  the  latter 

[  102] 


^       ^   Or-THE 


1', 


of  THE  AMERICA'S  CVP  [-^^s] 

was  soon  dispensed  with.  The  racers  stood  on  the  starboard  tack 
for  twelve  minutes,  during  which  Puritan  made  a  shght  gain  by 
pointing  higher  into  the  wind.  On  the  next  tack  she  gained  about 
two  hundred  feet,  and  when  they  again  tacked  close  by  the  Clifton 
shore  another  three  hundred  feet  had  been  added,  while  she  still 
held  the  weather  position.  On  the  next  tack  she  caught  a  six-knot 
breeze  as  she  passed  out  of  the  Narrows,  and  at  1 1  o'clock  was  a 
good  quarter  of  a  mile  to  the  fore.  Genesta  had  in  the  meantime 
set  her  jibtopsail  again.  In  the  next  half-hour  Puritan  had  in- 
creased the  lead  to  half  a  mile.  About  this  time,  however,  she 
lost  the  breeze  almost  entirely,  and  Genesta,  holding  it  longer, 
closed  a  portion  of  the  gap. 

The  yachts  were  sailing  lazily,  about  a  quarter  of  a  mile  apart, 
when  the  breeze  returned,  and  the  sloop  first  feeluig  its  influence, 
regained  a  portion  of  her  lost  lead.  The  boats  were  then  under 
equal  weather  conditions,  and  the  sloop  showed  the  better  speed, 
being  at  buoy  9  three-quarters  of  a  mile  in  advance  of  her  compe- 
titor, and  an  eighth  of  a  mile  to  windward.  At  12.30  o'clock 
Genesta  met  baffling  winds,  had  much  difficulty  in  weathering  the 
buoy,  and  was  losing  steadily.  Puritan  had  opened  a  gap  of  nearly 
two  miles.  During  the  next  half-hour  the  cutter  was  more  favored 
by  the  flukes,  and  closed  up. 

Ofl'  the  point  of  Sandy  Hook  there  was  the  first  indication  of 
Genesta  overhauling  the  Boston  boat,  and  there  was  great  excite- 
ment. The  latter  was  in  a  calm  spot,  and  the  cutter  came  bowling 
along  at  great  speed. 

The  anxiety  was  soon  relieved,  however,  for  Puritan,  getting 
a  fresh  breeze  before  Genesta  had  time  to  close  up  on  her,  shot 
away  for  the  light-vessel  at  a  rate  which  gave  her  a  firm  hold  on 
her  lead.  The  wind  then  blew  ten  miles  an  hour,  and  both  boats 
carried  all  sail.  It  was  a  beautiful  race  to  the  light-vessel,  the 
sloop  outfooting  the  cutter  steadily,  and  standing  up  better.  Puri- 
tan rounded  the  fight-vessel  at  2.14.54,  and  Genesta  at  2.19.16, 
the  former  on  the  run  home  passing  the  latter  half  a  mile  to  lee- 
ward of  the  mark. 

Great  demonstration  was  made  on  the  fleet  of  excursion  boats 
as  each  went  oft"  on  the  last  half  of  the  race.  On  the  stretch  back 
to  buoy  10  the  sloop  sailed  splendidly  and  every  inch  of  canvas  did 
its  work.  She  gained  steadily  in  the  fresh  breeze,  and  when  at 
the  point  of  the  Hook  led  by  a  mile.  Inside  the  Hook  both  boats 
had  trouble  with  the  strong  ebb  tide,  and  the  wind  there  was  found 
to  be  not  over  five  miles  an  hour.  Under  these  circumstances  the 
cutter  did  better  than  the  sloop  ;  but  the  latter,  on  rounding  buoy 
8V2,  at  3.32.30,  set  her  balloon  jib-topsail,  and  from  that  moment 
to  the  finish  she  constantly  crept  ahead.  Genesta  rounded  buoy 
8V^  at   3.38.05,  and,   with  spinnaker   and    balloon  jib-topsail  set, 

[  103] 


['««5]  THE  LAWSON  HISTORY 

she  started  after  her  rival.  She  flew  through  the  water,  but  failed 
to  gain  on  the  sloop,  which  did  not  set  her  spinnaker.  Puritan 
crossed  the  finish  line  at  4.38.05,  and  Genesta,  which  was  far 
astern,  finished  at  4.54.52.  The  enthusiasm  of  the  thousands  of 
spectators  knew  no  bounds,  and  for  many  minutes  whistles  shrieked 
and  cannons  roared,  proclaiming  the  victory  of  the  American 
centre-board  sloop.      The  summary  : 


< 

Elapsed 

Corrected 

start 

Outer  Mark 

Finish 

Time 

Time 

H.    M.  s. 

H.   M.   s. 

H.    M.  s. 

H.    M.    s. 

H.    M.  S. 

Puritan 

10.32.00 

2.14.54 

4.38.05 

6.06.05 

6.06.05 

Genista       .     . 

.       .       10.32.00 

2.19.16 

4-54-5i 

6.22.52 

6.22.24 

Puritan  allowed  Genesta  28  s.,  and  won  by  16  m.  19  s.,  cor- 
rected time. 

The  second  race  in  the  series,  which  proved  to  be  the  last, 
ranks  as  one  of  the  hardest-fought  battles  on  record  in  the  cup's 
history.  Genesta  proved  all  tliat  had  been  anticipated  of  her  speed 
and  weatherly  qualities  in  a  breeze,  and  her  crew  showed  them- 
selves to  be  as  fine  a  lot  of  seamen  as  ever  crossed  the  ocean  to 
race  for  the  cup. 

The  course  was  twenty  miles  to  leeward  from  Scotland 
light-vessel  and  return.  The  wind  was  a  piping  nor' tester,  ten 
knots  an  hour  at  the  start  and  thirty  knots  toward  the  finish.  To  be 
exact  it  blew  from  W.  N.  W.  at  the  start  to  N.  N.  W.  in  the 
last  half  of  the  race.  The  course  was  laid  E.  S.  E.  and  the 
preparatory  signal  sounded  at  10.45. 

With  spinnakers  and  club-topsails  set,  Genesta  started  at 
11.05.16,  and  Puritan  at  11.06.01.  The  sloop,  inch  by  inch, 
closed  up,  and  at  11.50  o'clock  was  abreast  the  cutter.  About 
this  time  Genesta  changed  her  spinnaker  from  starboard  to  port, 
and  the  change  helped  her  perceptibly.  During  the  next  five 
miles  she  slowly  gained  on  the  centre-board,  which  had  gone  to 
the  front  during  the  shifting  of  canvas,  and  at  12.45  o'clock  passed 
to  the  fore.  The  visitor  continued  to  excel  in  speed,  and  after  a 
magnificent  run  reached  the  mark-boat  a  half-mile  in  the  lead. 
She  rounded  at  1.05.30,  and  Puritan  made  the  turn  2  m.  and  6  s. 
later. 

Both  started  on  the  beat  homeward  on  the  starboard  tack,  and 
here  the  sloop  did  phenomenal  work.  The  wind  had  increased  to 
nearly  twenty  miles  an  hour,  and  both  continued  the  fight  with 
whole  mainsails,  club-topsails,  and  two  jibs.  Puritan  slowly 
worked  to  windward,  and  when  both  tacked  to  port,  at  1.22,  Ge- 
nesta's  lead  had  been  decreased  to  a  quarter  of  a  mile. 

Puritan  sent  down  her  topmast  at  1.26  o'clock,  and  Genesta 
took  in  her  club-topsail  at  the  same  time,  setting  a  working  topsail 
in  its  place  which  was  sheeted  home  at  1.40.  The  wind  was 
now  squally,  and  as  it  increased  in  force  Puritan  continued  to  out- 

[  104] 


i 


of  THE  AMERICA'S  CVP  [-^ss] 

point  and  outfoot  the  cutter.  At  2  o'clock  both  yachts  were  sail- 
ing with  their  lee  rails  under  water  and  their  decks  awash,  the 
wind  blowing  at  the  rate  of  nearl}'  thirty  knots  an  hour  ;  but  in 
fifteen  minutes  the  wind  had  subsided  to  twenty  knots. 

In  going  about  on  the  starboard  tack,  at  2.16  o'clock,  Puritan 
showed  that  she  had  recovered  her  loss,  and  was  a  mile  to  wind- 
ward. Another  increase  in  the  wind  sent  it  up  to  thirty  knots  an 
hour,  and  caused  an  ugly  sea,  in  which  Genesta  labored  heavily. 
Puritan  here  lost  some  of  her  gain  to  windward  by  the  wind  haul- 
ing to  the  north-northwest. 

Genesta  could  now  make  the  light-vessel  in  one  close  reach  of  ten 
miles,  and  the  result  of  the  race  became  a  matter  of  grave  doubt. 
But  Puritan  then  had  the  advantage  of  heading  up  a  trifle  higher, 
while  still  maintaining  a  pace  equal  to  that  of  the  cutter  ;  and  thus 
the  boats,  bow  and  bow,  rushed  bravely  through  the  water. 
It  was  a  most  exciting  struggle,  and  the  an.xiety  of  the  spectators, 
as  the  yachts  approached  the  finish  line,  was  intense. 

At  two  miles  from  the  light-vessel  Puritan  was  a  trifle  to  wind- 
ward and  leading  by  only  a  few  feet.  Capt.  Carter  made  a  des- 
perate attempt  to  luff  Genesta  out  on  Puritan's  weather,  but  every 
luff  was  met  by  the  sloop,  which  continued  to  better  her  windward 
position  as  the  line  was  approached,  the  sea  being  now  smoother, 
and  the  wind  somewhat  lighter.  When  the  line  was  but  a  mile 
away  Puritan  was  so  far  out  on  Genesta' s  weather  bow  that  she 
could  be  eased  off  a  bit  and  still  fetch  home.  She  therefore  was 
given  a  strong  full  with  lifted  sheets,  and  in  a  splendid  burst  of 
speed  she  made  for  the  finish  line,  crossing  a  victor  by  2  m.  9  s. 
elapsed  time.  There  was  a  memorable  demonstration  as  she  fin- 
ished a  winner  after  such  a  hard-fought  battle,  while  the  honors 
accorded  Genesta  were  hardly  less  demonstrative. 

The  summary : 

Elapsed  Corrected 

Surt                     Outer  Mirk                    Finijh                         Time  Time 

h.  m-  s.                  h.  m.  s.                 h.  m.  s.                  h.  m.  s.  h.  m.  s. 

Puritan        ....      11.06,01                 1.07.36                4.09.15                 5.03.14  5.03.14 

Genesta       ....      11. 05. 16                 I-05-30                4.10.39                 S-OS-^S  5-04-5» 

Puritan  allowed  Genesta  31s.,  and  won  by  1  m.  38  s.,  cor- 
rected time. 

The  fine  showing  of  Genesta,  and  Sir  Richard  Sutton's  broad 
sportsmanship,  created  a  more  friendly  feeling  in  this  country 
toward  English  yachtsmen  than  had  previously  existed.  We 
could  afford  to  be  generous  after  beating  such"  a  worthy  oppo- 
nent, while  the  conduct  of  Sir  Richard  in  the  incident  of  the 
foul  won  him  the  regard  of  all  classes.  His  health  was  copiously 
drunk  at  a  reception  given  in  his  honor  September  24th,  by  the 
New  York  Yacht  Club,  and  he  was  made  an  honorary  member 
of  the  club. 

[105] 


[i885] 


THE  LAWSON  HISTORY 


Before  returning  to  England  Genesta  won  three  cups.  The 
first  was  offered  by  Commodore  Bennett  and  Vice-Commodore 
Douglas  of  the  New  York  Yacht  Club,  for  schooners  and  "  single 
stickers"  and  sailed  for  on  Sept.  18th,  off'  Sandy  Hook.  On 
September  21st  and  22d  Genesta  won  the  Brenton  Reef  chal- 
lenge cup,  in  a  race  against  Dauntless,  Caldwell  H.  Colt  owner, 
three  hundred  miles,  from  Sandy  Hook  light-vessel  to  Brenton 
Reef  and  return,  the  last  half  in  terrific  weather.  Several  of  her 
crew  were  injured  in  this  race  by  a  sea  boarding  her.  On  Sep- 
tember 26th  she  won  the  Cape  May  challenge  cup,  sailing  against 
Dauntless.  The  course  \vas  from  Sandy  Hook  light-vessel  to  and 
around  Five  Fathom  Bank  light-vessel  two  hundred  and  sixteen 
miles.      The  winds  were  variable  and  the  time  slow. 

After  this  race  Genesta  was  stripped  of  her  racing  sails  and 
spars,  put  under  jury  rig,  and  on  October  8th,  1885,  she  sailed 
for  England,  where  she  arrived  safely  after  a  stormy  passage  of 
nineteen  dajs  ten  hours,  nearly  the  entire  \ovage  being  made 
under  close  reefs. 


[  106] 


Vsf  ,(i  w  oo_i:> 

1902-  . 


of  THE  AMERICA'S  CVP  ['^^^i 

MASSACHUSETTS  AGAIN  DEFENDS 
THE  TROPHY  AGAINST  AN  ENGLISH 
CUTTER:    1886.    CHAPTER   VIII. 

T  the  conclusion  of  the  races  of  Puritan  and  Gen- 
esta,  the  New  York  Yacht  Club  took  up  the  chal- 
lenge of  Lieut.  William  Henn  of  the  Galatea,  and 
at  a  meeting  held  October  22d,  1885,  definitely 
accepted  it,  fixing  the  races  for  the  following  year. 
The  conditions  arranged  for  the  races  were  prac- 
tically the  same  as  those  in  the  1885  series. 

Yachting  spirit  ran  high  in  this  country,  in  view 
of  the  showing  we  had  made  against  Genesta, 
and  it  was  with  confidence  that  plans  were  made  to  meet  Gal- 
atea. Boston,  by  tacit  understanding,  was  expected  to  produce 
the  defender,  for  the  name  of  Burgess,  almost  unknown  to  the 
general  public  a  j-ear  before,  \\ as  on  e\ ery  tongue  when  jachting 
matters  were  discussed. 

Boston  was  not  slow  in  again  entering  the  lists.  Gen.  Charles 
J.  Paine  placing  an  order  with  Mr.  Burgess  for  a  boat  that  should 
be  an  improved  Puritan.  All  the  expense  connected  with  her 
building  was  assumed  by  Gen.  Paine. 

The  boat  was  built  at  the  jard  of  George  Lawlej-  &  Son,  South 
Boston,  and  Mas  called  Mayflower.  In  general  appearance  she 
was  much  like  Puritan,  having  the  same  straight  stem  and  hand- 
some overhanging  stem.  Her  bow,  ho\\ever,  was  longer  and 
finer,  and  where  Puritan's  was  slightly  hollow  Mayflower's 
was  fuller.  Most  of  the  changes  made  were  the  fruit  of  Gen. 
Paine's  ideas,  skilfully  adapted  bj-  Mr.  Burgess.  Mayflower  was 
built  chiefly  of  wood,  her  length  overall  being  100  feet.  She  had 
the  same  feature  of  outside  ballast  and  weighted  centre-board 
as  her  predecessor.  The  details  of  her  construction  were  as 
follows  : 

The  keel  was  made  of  two  oak  logs,  each  being  originally  60 
feet  long  and  23  inches  square.  The  stern-post  was  attached  to 
the  keel  by  a  knee,  to  which  it  was  bolted.  The  centre-board 
well,  cut  in  the  keel,  was  23  feet  long  and  5  inches  wide.  The 
oak  keel  was  about  68  feet  long,  and  in  its  widest  part,  along 
the  centre-board  slot,  56  inches  wide  on  top  and  40  inches  on  the 
bottom.  The  frames,  forty-nine  in  number,  were  all  double,  ex- 
cept the  seven  forward  and  three  after  cants,  that  were  of  oak, 
as  were  also  the  chain-plate  frames,  which  extended  in  one  piece 
from   keel  to  gunwale.     All  the   frames  were  mortised  into  the 

[  107] 


[.886]  THE  LAWSON  HISTORY 

side  of  the  keel,  and  those  in  the  wake  of  the  centre-board  were 
dove-tailed  and  keyed. 

The  lead  keel  originally  weighed  thirty-seven  tons,  but  this 
weight  was  increased  subsequently.  It  \\  as  run  in  three  moulds,  to 
conform  to  the  oak  keel,  the  forward  piece  being  about  14  feet  long, 
the  middle  one  about  23  feet  long,  and  the  after  piece  about  20 
feet  long.  Along  the  centre-board  box  this  mass  of  lead  meas- 
ured 40  inches  wide  at  the  top,  and  16  inches  at  the  lowest  part. 
It  was  attached  to  the  oak  keel  by  heavy  bolts  of  yellow  metal. 
The  stem  and  the  stern-post  were  of  white  oak.  The  latter  had 
a  rake  of  4  feet  3  inches  in  9  feet  8  inches. 

The  centre-board  was  22  feet  long,  10  feet  deep,  and  4  inches 
thick.  Its  lower  courses  were  of  oak,  and  its  upper  ones  of  hard 
pine.  Several  hundred  pounds  of  lead  in  the  top  served  to  sink 
it  easily.  There  were  twelve  iron  floor-timbers,  six  forward  and 
six  aft  of  the  centre-board  box,  which  weighed  about  two  tons, 
and  served  as  ballast  as  well  as  to  strengthen  the  vessel.  The 
deck  beams  were  of  hackmatack,  6x5  inches.  The  deck  was 
laid  in  white  pine.  The  bulwarks  were  also  of  white  pine,  the 
rail  of  oak  and  the  stringers  of  yellow  pine.  The  chain-plates 
were  of  iron,  six  in  number,  three  on  each  side  of  the  vessel. 

The  main  saloon  Mas  fifteen  feet  long,  and  of  nearly  the  same 
beam  as  the  yacht,  the  trimmings  mahogany.  There  was  an  after 
state-room,  seven  feet  long,  \\idi  t\\ o  berths  ;  on  the  starboard 
side,  forward  of  the  main  saloon,  was  a  large  state-room,  with 
modern  conveniences,  and  on  the  port  side,  forward,  several  small 
state-rooms  for  the  officers.  The  galley  and  forecastle  were  con- 
veniently furnished  and  well  lighted  and  ventilated. 

The  sailing  master  selected  for  Mayflower  was  Capt.  Mar- 
tin V.  B.  Stone,  of  Swampscott,  Mass.,  an  experienced  jacht 
skipper  who  had  sailed  the  schooner  yacht  Halcyon  while  she 
was  owned  by  Gen.  Paine. 

Mayflower  was  not  an  unqualified  success  at  the  start,  as  was 
Puritan,  and  no  boat  ever  had  a  more  thorough  tuning  up  than 
she  to  put  her  into  racing  shape.  It  was  in  this  hard,  dogged, 
preliminary  work  of  preparing  a  boat  for  racing  that  Gen.  Paine 
excelled,  and  never  was  his  ability  made  to  count  more  than  in  May- 
flower. For  a  few  da\'s  after  her  launching  her  centre-board  could 
not  be  put  down  to  its  full  depth,  and  this  impaired  her  sailing, 
while  her  trim  was  wrong,  and  her  sails  set  badly.  She  there- 
fore lost  her  first  three  races  to  Puritan,  but  after  changes 
were  made  in  her  spars,  sails  and  ballast,  her  board  was  got  to 
working  well,  and  she  had  been  properly  tried,  she  defeated  the 
old  cup  defender  with  ease. 

The  public,  quicker  to  condemn  than  to  praise,  found  fault 
with  the  new  boat  at  first,  and  showed  little  faith  in  her.     But 

[  108] 


1 


of  THE  AMERICA'S  CVP  [.^86] 

Gen.  Paine  and  Mr.  Burgess  had  faith  a-plenty,  though,  after  the 
cup  races,  the  designer  stated  that  Mayflower  never  came  up 
fully  to  his  expectations  in  off-the-wind  work. 

In  the  course  of  her  trials  off  Marblehead,  Mayflower  received 
a  number  of  hard  tests  of  wind  and  water.  On  June  30th,  1886, 
while  sailing  with  housed  topmast,  in  a  nor'wester,  she  was 
struck  by  a  squall  and  sent  down  to  her  hatches.  Some  concern 
was  felt  by  spectators  for  her  safety,  but  she  came  up  like  a  cork, 
showing  herself  extremely  able. 

By  the  time  of  her  appearance  in  the  New  York  Yacht  Club 
cruise  Mayflower  was  in  the  best  possible  racing  form.  She  won 
the  Goelet  cup  with  ease,  there  being  pitted  against  her  the  older 
boats,  Puritan  and  Priscilla,  — the  latter  altered  to  correct  defects, 
—  and  the  new  sloop  Atlantic,  built  as  a  candidate  for  cup-defence 
honors  by  a  syndicate  of  Atlantic  Yacht  Club  members,  consisting 
of  Messrs.  Latham  A.  Fish,  J.  Rogers  Maxwell,  William  Ziegler, 
Newbury  D.  Lawton,  and  others.  It  may  be  recorded  here 
that  Atlantic  did  not  possess  speed  enough  to  make  her  a  serious 
opponent  to  Mayflower.  She  was  built  of  wood  by  John  F. 
Mumm  of  Brooklyn  from  designs  by  Philip  Elsworth  of  Bayonne, 
(brother  of  Capt.  "Joe"  Elsworth)  who  had  built  the  schooners 
Montauk,  Grayling,  and  others.  She  was  the  last  of  the  rule-of- 
thumb  sloops.  Her  dimensions  were  as  follows  :  Length  overall 
95  feet  1  inch  ;  length  on  water-line  82  feet  1  inch  ;  extreme 
beam  23  feet  2  inches  ;  beam  at  water-line  22  feet  8  inches  ; 
depth  of  hold  10  feet  6  inches  ;  draft  8  feet  10  inches,  with  centre- 
board down  20  feet  6  inches  ;  least  freeboard  3  feet  3  inches  ; 
displacement  108  tons  ;  ballast  on  keel  33  tons,  inside  9  tons. 

With  a  weak  New  York  boat  in  the  field,  and  her  speed 
obviously  superior  to  that  of  Puritan,  it  was  a  foregone  conclusion 
that  Mayflower  would  meet  Galatea,  which  yacht  fell  in  with  the 
New  York  Yacht  Club  fleet  on  August  9th,  in  Buzzard's  Bay. 
She  had  arrived  at  Marblehead  from  England  on  August  1st, 
thirty-one  days  out,  having  had  light  weather,  and  was  proceed- 
ing in  leisurely  fashion  to  New  York  Mhen  she  came  up  with 
the  fleet.  Naturally  she  was  regarded  \\ith  curiosity.  Lieut. 
Henn  was  on  board,  with  his  wife,  who  had  made  the  voyage 
with  him,  and  both  were  very  cordially  recei\ed  by  the  yachts- 
men on  the  cruise.* 

*  Lieut.  William  Henn,  R.  N.,  was  born  in  ingstone,  and  in  charge  of  the  land  party  which, 
Dublin  in  1 847,  his  father  being  a  landed  proprietor  shortly  after  leaving  Zanzibar,  met  Henry  M. 
in  the  County  Clare.  He  entered  the  Royal  Navy  Stanley  on  his  return  from  his  successful  quest  for 
in  i860,  and  served  until  1875,  when,  at  his  own  the  explorer.  Lieut.  Henn  was  from  his  earliest 
request,  he  was  placed  on  the  retired  list  of  his  ranlc.  years  an  enthusiastic  and  hardy  yachtsman,  and 
His  service  embraced  the  Abyssinian  campaign,  and  after  retiring  from  the  navy  devoted  most  of  his  time 
the  war  on  the  slavers  of  Zanzibar  and  Madagascar,  to  the  sport,  making  long  cruises,  accompanied  by 
while  in  1872  he  was  second  in  command  in  the  his  wife.  On  one  of  his  boats,  Gertrude,  an  eighty- 
expedition  sent  to  Africa  to  find  the  explorer  Liv-  ton    cutter,    he    lived    for    seven    years.       Galatea 

[  109] 


[,8.6]  THE  LAWSON  HISTORY 

To  the  critics  of  yachts  Galatea  did  not  appear  as  formidable 
a  representative  of  old  England  as  Genesta.  She  impressed  the 
Americans  with  being  more  a  cruiser  than  a  racer,  and  this  im- 
pression was  confirmed  by  her  stay  in  these  waters.  She  was 
larger  than  Genesta,  and  her  lines  were  not  so  fine.  Her  career 
had  not  been  so  successful,  either.  Launched  May  1st,  1885, 
from  the  yards  of  John  Reid  &.  Sons,  Glasgow,  she  had  been 
raced  that  season  with  more  or  less  bad  hick,  meeting  with 
various  accidents,  the  worst  of  which  was  the  carrying  away  of 
her  mast  at  the  deck.  She  sailed  in  fifteen  races  in  1885  without 
taking  a  first  prize,  and  in  1886,  after  being  overhauled,  and 
having  her  ballast  placed  low  er,  she  took  only  two  second  prizes  in 
three  starts. 

Galatea  was  built  of  steel,  and  her  deck  fittings,  bulwarks  and 
stanchions  were  of  teak.  Her  steel  keel,  trough-shape,  was  run  full 
of  lead,  holding  eighty  tons,  her  total  ballast.  She  had  comfort- 
able fittings,  and  was  a  trim  and  ship-shape  yacht  in  every 
respect,  her  sides  being  as  smooth  as  glass.  She  was  painted 
white  for  the  races.  Under  the  New  York  Yacht  Club  measure- 
ment her  dimensions  were  as  follows  :  Length  overall  102.60 
feet ;  length  on  water-line  86.80  feet ;  beam  15  feet  ;  draft  13.50 
feet;  area  of  midship  section  110  feet;  length  of  mast  deck  to 
hounds  53  feet;  length  of  topmast  51  feet;  length  of  boom  73 
feet  ;  length  of  gaft'  46  feet  ;  length  of  bowsprit  outboard  37.60 
feet  ;  length  of  spinnaker-boom  67  feet  ;  displacement  157.63 
tons  ;  sail  area  7505  square  feet  ;   racing  measurement  86.87  feet. 

Trial  races  between  Mayflower,  Puritan,  Priscilla  and  Atlantic 
were  sailed  on  August  21st  and  25th.  The  first  was  over  the 
New  York  Yacht  Club  inside  course,  thirty-eight  miles,  in  a  light 
wind  from  E.  S.  E.  Mayflower  won  by  10  m.  50  s.  over  Atlan- 
tic, which  she  allowed  1  m.  Is.;  by  11  m.  lis.  over  Puritan, 
which  she  allowed  2  m.  26  s.,  and  by  18  m.  29  s.  over  Priscilla, 
which  she  allowed  1  m.  12  s.  In  the  second  race,  fifteen  miles  to 
leeward  and  return  from  Sandy  Hook  light-vessel,  in  a  twenty- 
mile  breeze  N.  N.  E.,  Mayflower  beat  Puritan  3  m.  47  s.,  Pris- 
cilla 8  m.  1  s.,  and  Atlantic  9  m.  43  s.  She  allowed  Atlantic 
48  s.,  Priscilla  57  s.,  and  Puritan  1  m.  53  s. 

The  America's  cup  committee  of  the  New^  York  Yacht  Club 
immediately  selected  Mayflower  to  defend  the  cup.'^ 

was   named    for   one   of  the   vessels   of  the    British  Amory  Gardner,  Esqr. ,  of  Boston.     Puritan  was  also 

navy  in  which    he  served.      Lieut.    Henn   was  the  changed  from  a  racing  sloop  to  a  cruising  schooner, 

most  thoroughly  versed  in  practical  yachting  of  any  in    1896.      She  was  owned   in    1901    by   Mr.  John 

challenger  for  the  cup.  O.  Shaw,  Jr. ,  of  Boston.      Priscilla  was  subsequently 

*  Mayflower's  career  as  a   racing  and   cruising  rigged  as  a  schooner.      In  1901  she  was  in   pleasure 

vessel,  thus  auspiciously  begun,  was  one  of  continued  service  on  Lake  Erie,  being   owned   by  George  H. 

success.      She    was   rigged   as  a  schooner  in    1889,  Worthington,  Esqr.,  of  Cleveland,  Ohio,      Atlantic 

and   in  this  rig  has   proved  a  fast  and  comfortable  was  altered  to  a  schooner  in  1889.      She  was  owned 

cruiser.       She    was    owned    in    1901     by    William  in  1901  by  Wilson  Marshall,  Estjr  ,  of  New  York. 

[110] 


'  m/ 


ik*i^ 


,v 


A. 


I        6    V 

i^-  iiiw'iSf  •     - 


of  THE  AMERICA'S  CVP  [•««*] 

The  first  cup  race  was  sailed  September  7th,  over  the  New 
York  Yacht  Ckib  inside  course.  Both  boats  came  to  the  Une  in 
superb  condition.  Popular  interest  was  intense,  and  the  public 
was  inclined  to  believe,  at  the  last  moment,  that  Galatea  might, 
after  all,  "do  the  trick."  An  enormous  fleet  of  excursion 
steamers,   yachts  and  tugs  congregated  at  the  starting-point. 

The  start  was  made  in  a  light  breeze  from  the  south.  In  the 
preliminary  manoeuvres  Galatea  secured  the  better  position,  and 
crossed  the  line  to  windward,  though  but  one  second  ahead  of 
Mayflower,  going  over  at  10.56.11,  and  Mayflower  at  10.56.12. 
Both  were  on  the  starboard  tack,  Mayflower  carrying  her  main- 
sail, club-topsail,  forestaysail,  jib  and  jib-topsail,  and  Galatea 
similar  sails,  except  that  her  jib-topsail  was  not  set.  The  start 
was  a  magnificent  one,  and  was  accompanied  by  a  deafening  roar 
of  cannon  and  shriek  of  whisUes  from  the  attendant  fleet. 

Galatea  being  to  windward,  Mayflower  made  an  effort  to  pre- 
vent being  blanketed,  and  soon  crept  a  few  feet  to  the  front. 
The  visitor,  however,  was  pointing  closer  into  the  wind.  As 
they  neared  the  Bay  Ridge  shore,  the  sloop  had  a  lead  of  two 
hundred  feet,  and  going  about  on  the  port  tack,  was  nearly  on 
even  terms.  Galatea  tacked  immediately,  and  showed  herself  to 
be  much  quicker  in  stays.  In  standing  toward  the  Staten  Island 
shore,  the  cutter  was  jammed  so  closely  into  the  wind  that  she 
moved  heavily  through  the  water,  and  Mayflower  was  making  a 
very  perceptible  gap  between  herself  and  her  rival.  Both  were 
aflfected  by  the  strong  flood-tide  which  was  setting  them  to  leeward, 
Galatea  suffering  more  than  Mayflower.  At  11.03.30  the  cutter's 
jib-topsail  was  run  up,  but  it  did  not  prevent  Mayflower  from 
drawing  away.  As  the  yachts  approached  the  Stapleton  shore 
they  found  a  large  schooner  anchored  in  their  path.  Mayflower 
tried  to  weather  it,  and  by  luffing  succeeded,  but  the  English 
boat  was  obliged  to  go  to  leeward  of  it.  Both  kept  close  to  the 
shore,  the  sloop  going  about  at  11.13.30,  and  the  cutter  at 
11.14.30  o'clock. 

On  this  stretch  Mayflower  made  a  considerable  gain.  She 
did  not  attempt  to  sail  so  high  into  the  wind,  but  under  skilful 
handling  kept  good  headway,  and  in  the  light  wind  did  creditable 
work.  Mr.  J.  Beavor  Webb  held  the  tiller  of  the  challenger,  and 
Captain  Stone,  at  Mayflower's  wheel,  had  the  assistance  of 
Messrs.  Paine  and  Burgess  in  questions  of  judgment.  Galatea 
was  being  pinched  hard  to  offset  in  pointing  what  Mayflower  was 
doing  in  outfooting  her,  and  was  fully  a  quarter  of  a  mile  astern 
when  the  latter  tacked,  at  11.22.20. 

Short  tacks  ensued,  Mavflower  making  fifteen  and  Galatea 
sixteen  from  the  start  to  buoy  10,  the  sloop  then  leading  fully 
three-fourths  of  a  mile.     Mavflower  rounded  buoy  8V2  at  1.01.51, 

•[111] 


[,886]  XHE  LAWSON  HISTORY 

and  Galatea  at  1.07.07.  From  this  point  to  the  end  of  Sandy 
Hook  Galatea  decreased  the  gap  by  holding  better  to  windward 
against  the  tide  than  did  the  American  boat. 

In  a  long  reach  to  the  Sandy  Hook  light-vessel,  Mayflower 
added  three  minutes  more  to  her  lead.  She  rounded  the  light- 
vessel  on  the  starboard  tack  at  2.35.02,  and  her  immense  balloon 
jib-topsail  was  immediately  broken  out.  Galatea  rounded  at 
2.44.13,  and  likewise  set  her  balloon  jib-topsail,  though  not  with 
the  skill  displayed  by  the  Yankee  crew.  In  the  reach  back  to 
the  Hook,  the  sloop  gained  three  minutes  more,  and  passed  buoy 
8i  at  3.34,  followed  by  Galatea  at  3.46  o'clock.  With  a  slightly 
freshening  wind,  the  boats  began  their  run  home  before  it,  though 
the  Boston  boat  did  not  set  her  spinnaker  until  she  was  within  a 
mile  of  the  finish.  Five  minutes  before  the  cutter's  spinnaker 
had  been  set,  and  both  boats  were  bowling  along  at  good  speed, 
accompanied  by  the  fleet  of  steam  craft  which  crowded  in  on  all 
sides.  Mayflower  finished  at  5.26.41,  with  a  lead  of  one  and 
one-half  miles,  and  Galatea  at  5.39.21.      The  summary  : 

Elapsed  Corrected 

Start                     Light-Vessel                  Finish                           Time  Time 

h.  m.  s.                   h.  m.  s.                   h.  m.  s.                   h.  m.  s.  h.  m,  s, 

Mayflower             .      .        10.56.12                  2.35.02                 4.22.53                  5.26.41  5.26.41 

G.4LATEA     ....       10. 56. II                2.44-13                4-35-3-                5-39-ii  Sl^Ai 

Mayflower  won  by  12  m.  2  s.,  corrected  time,  allowing 
Galatea  38  seconds. 

The  next  meeting  of  the  yachts,  on  September  9th,  resulted  in 
no  race.  The  course  was  twenty  miles  to  windward  from  Scotland 
light-vessel.  The  start  was  made  in  a  light  breeze  E.  by  N., 
with  light  rain  and  fog.  Mayflower  started  at  11.30.30,  and 
Galatea  at  11.30.32.  Mayflower  rounded  the  outer  mark  at 
4.26.22,  but  Galatea  missed  it  in  the  fog.  Both  failed  to  finish 
within  the  time  limit.  Mayflower  showed  marked  superiority  in 
the  light  wind  that  prevailed. 

The  decisive  race  was  sailed  Saturday,  September  11th. 
The  course  was  twenty  miles  to  leeward  and  return,  starting 
from  Scotland  light- vessel,  and  the  wind  at  the  start  was  from 
the  northwest  at  the  rate  of  twelve  miles  an  hour. 

Lieut.  Henn  was  unable  to  manage  his  vessel  personally  in 
this  race,  being  ill  on  board.  He  sent  a  request  to  the  regatta 
committee  before  the  start  that  the  course  be  shortened  to  thirty 
miles,  stating  that  he  wished  to  have  the  race  over  as  soon  as 
possible  in  order  to  secure  the  services  of  a  physician,  of  which  he 
stood  in  great  need.  His  request  was  not  granted  by  the  com- 
mittee, \\hich  held  that  it  did  not  ha\e  power  to  change  the 
conditions  of  the  match.  The  illness  of  her  owner  did  not  keep 
Galatea  out  of  the  contest,  though  there  was  little  hope  of  her 
winning. 

[112] 


I 


^-. 


? 


of  THE  AMERICA'S  CVP  ['««^] 

The  boats  held  well  up  to  windward  of  the  line  while  waiting 
for  the  gun,  and  with  spinnaker  to  port  Mayflower  was  first  over, 
at  11.22.40.  She  immediately  broke  out  her  balloon  jib-topsail. 
Galatea  crossed  at  11.24.10,  breaking  out  her  spinnaker  as  she 
cut  the  line.  The  skill  with  which  Mayflower  was  handled  had 
given  her  an  advantage  at  the  start.  She  was  under  the  influ- 
ence of  her  big  canvas  in  going  over  the  line,  and  started  oft'  at 
great  speed.  Galatea  followed  directly  in  her  wake,  but,  being 
over  a  minute  behind,  failed  to  take  the  wind  out  of  Mayflower's 
sails. 

The  Boston  sloop  made  a  steady  gain,  though  it  was  claimed 
that  sailing  before  the  wind  was  the  strong  point  of  the  English 
boat.  Galatea's  balloon  jib-topsail  had  not  been  set,  and  the 
sloop  outfooted  her  speedily.  When  Mayflower  took  in  her 
spinnaker,  a  mile  from  the  mark-boat,  the  cutter  was  a  mile  and 
a  half  astern. 

Mayflower  jibed  before  reaching  the  mark,  and  rounded  at 
1.55.05,  on  the  starboard  tack.  At  the  same  time  Galatea's 
spinnaker  was  taken  in,  and  it  was  not  until  2.10.20  that  she 
rounded,  Mayflower  in  the  meantime  making  a  great  increase  in 
her  lead. 

The  cutter  rounded  on  the  starboard  tack,  and  began  her  w  ind- 
ward  work  with  mainsail,  club-topsail,  forestaysail,  jib,  and  jib- 
topsail,  and  Mayflower  carried  the  same,  excepting  the  jib-topsail. 
Both  stood  oflf  on  this  tack  for  a  long  time,  during  which  May- 
flower kept  working  up  to  windward  more  than  her  rival,  although 
the  latter  was  then  giving  the  best  display  of  her  abilities  that  had 
thus  far  been  seen.  At  4  o'clock  Mayflower  had  made  but  two 
tacks  since  leaving  the  mark-boat,  and  Galatea  had  not  gone  about 
at  all  since  rounding.  Both  were  standing  in  close  to  the  New 
Jersey  shore  in  the  hope  of  getting  more  wind. 

For  an  hour  the  breeze  had  been  diving  out,  and  the  sloop  was 
the  greater  loser.  Galatea  then  began  to  reduce  Mayflower's 
lead,  which  at  one  time  had  been  over  two  miles  ;  but  soon  after 
4  o'clock  the  racers  became  almost  becalmed.  A  light  breeze 
soon  after  sprang  up,  and  the  sloop  was  the  first  to  get  the  advan- 
tage of  it.  The  American  boat  was  well  up  to  windward  and 
closer  inshore  and  here  she  ran  away  from  the  cutter,  which 
could  not  get  the  benefit  of  the  light  off"-shore  breeze.  At  5.30 
o'clock,  with  Mayflower  about  four  miles  from  the  finish,  and 
Galatea  nearly  the  same  distance  astern  of  her,  the  wind  again 
decreased.  The  yachts  moved  lazily  along,  and  for  a  time  it 
was  doubtful  if  the  race  could  be  finished  within  the  time- 
limit.  It  was  a  most  unsatisfactory  exhibition,  but  Mayflower 
finaUy  reached  the  goal,  with  but  eleven  minutes  of  the  seven 
hours  to  spare. 

8  [  113  ] 


[i886] 


THE  LAWSON  HISTORY 


The  wind  averaged  aljoiit  four  miles  an  hour  during  the  last 
half  of  the  race,  from  the  northwest.      The  summary  : 


Start 

Outer  Mark 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.    M,    S. 

H.   M.   s. 

H.    M.   s. 

H,    M.    S. 

H.     M.    S. 

Mayflower 

I  1.22.40 

1-55-05 

6.1 1.40 

6.49.00 

6.49.00 

Galatea 

I  1.24.  10 

2.10.20 

6.42.58 

7.18.48 

7.18.09 

Mayflower  won  by  29  m.  9  s.,  corrected  time,  allowing 
Galatea  39  seconds. 

Lieut.  Henn  took  his  defeat  w  ith  the  utmost  good  nature,  as 
Sir  Richard  Sutton  had  done,  though  A\ith  less  cause,  for  he  had 
not  secured  such  a  good  test  of  his  3'acht  as  Sir  Richard  did  in 
the  second  race  between  Puritan  and  Genesta. 

The  owner  of  Galatea  made  quite  as  favorable  an  impres- 
sion personally  as  did  Sir  Richard  Sutton.  His  manner  was  genial, 
he  was  every  inch  a  sailor,  and  American  yachtsmen  liked  him. 
He  raised  a  laugh  at  their  expense  prior  to  the  cup  races  by  issu- 
ing a  challenge  which  no  American  cared  to  accept,  namely, 
to  race  Galatea  with  any  American  single-sticker  around  the 
islands  of  Bermuda  and  back.  While  Galatea's  racing  for  the  cup 
was  rather  poor,  her  quest  had  more  of  the  true  spirit  of  the 
sport  in  it,  and  of  real  romance,  than  any  before  or  since. 

Lieut.  Henn  kept  Galatea  on  this  side  of  the  Atlantic  dur- 
ing the  winter  of  1886-7,  and  raced  her  the  following  season, 
M  ith  much  pleasure,  but  meagre  results  in  cups.  Such  a  thorough 
sportsman  as  he  was  worthy  of  better  luck  than  Galatea  brought 
him. 


[114  1 


OF  THE 


<?/THE  AMERICA'S  CVP 


[1887] 


SCOTLAND  SENDS  A  CHALLENGER, 
AND  A  THIRD  BOSTON  BOAT  DE- 
FENDS THE  CUP:   1887.     CHAPTER   IX. 

»^ONTINUANCE  of  racing  for  the  America's  cup 
ys^  has  been  due  primarilj^  to  the  fact  that  English- 
men find  in  defeat  only  a  spur  to  further  efforts, 
without  applying  always  those  lessons  drawn  from 
experience  which  might  shorten  the  way  to 
victory. 

No  sooner  had  Galatea  followed  in  the  wake  of 
Genesta  as  a  defeated  challenger  than  Albion's 
sons  set  out  for  another  trial  for  the  cup.  This 
time  the  challenge  came  from  Scotland.  George  L.  Watson,  who 
was  counted  the  ablest  British  designer  of  the  period,  had  been 
in  the  United  States  in  the  autumn  of  1886  taking  notes  on  our 
best  jachts.  He  went  home  filled  with  the  belief  that  he  could 
turn  out  a  vessel  which  should  combine  some  of  the  most  meri- 
torious American  points  in  design  with  the  best  features  of  the 
English  cutter,  and  would  be  fast  enough  to  defeat  any  vessel 
constructed  on  this  side  of  the  Atlantic.  One  circumstance  that 
helped  Mr.  Watson,  and  made  the  year  1887  notable  in  British 
yacht  building,  was  the  change  which  took  place  in  1886  in  the 
system  of  tonnage  rating  on  English  vessels.  The  obnoxious  tax 
on  beam  for  tonnage  purposes  which  had  been  in  existence  for 
years  was  then  abolished,  and  for  the  first  time  British  yacht 
designers  could  make  their  boats  as  wide  as  they  pleased,  the 
old  Thames  rule  of  estimating  a  boat's  depth  at  half  her  beam, 
which  resulted  in  the  "  knife-blade  "  type  of  cutter,  having  been 
abandoned. 

With  a  free  hand  Mr.  Watson  set  about  designing  a  boat 
with  plenty  of  beam,  with  the  cutter's  depth,  and  with  a  clipper 
bow,  which  gave  excess  of  length  over  the  old  types  on  practicallv 
the  same  water-line.  The  boat  was  designed  for  a  s^Tldicate  of 
Scotchmen,  composed  of  Messrs.  James  Bell,  vice  commodore  of 
the  Royal  Clyde  Yacht  Club,  who  was  the  managing  owner  ;  John 
Clark,  commodore  of  the  same  club  ;  W^illiam  Clark,  Andrew 
Coates,  William  Coates,  James  Coates,  George  Coates,  J.  Hilliard 
and  William  Bell.  She  was  built  by  Messrs.  D.  &:  W.  Hender- 
son, at  Partick  on  the  Clyde,  and  launched  April  26th,  1887. 
The  greatest  secrecy  was  maintained  regarding  her  lines,  and 
when  launched  she  was  covered  with  canvas  to  protect  her  from 
the  gaze  of  the  curious.     She  was  christened  Thistle,  a  fit  name 

[115] 


[■««7]  THE  LAWSON  HISTORY 

for  the  representative  of  Caledonia.  A  challenge  on  behalf  of 
Thistle  had  been  sent  to  the  New  York  Yacht  Club  in  March, 
1887,  from  the  Royal  Clyde  Yacht  Club,  and  was  accepted  on  the 
29th  of  that  month.  The  challengers  asked  that  there  be  five 
races  instead  of  three,  and  that  they  be  sailed  in  October.  The 
New  York  Yacht  Club  replied  that  it  considered  three  races  suffi- 
cient, to  take  place  in  September.  The  match  was  afterward 
arranged  on  this  basis. 

In  view  of  the  change  in  tonnage  rules  in  Great  Britain,  and 
a  certainty  that  a  boat  would  be  sent  across  more  nearly  like  ours 
than  any  we  had  met  before,  it  was  thought  in  this  country  that 
Thistle  would  prove  as  dangerous  a  vessel  as  ever  challenged  for 
the  cup. 

Boston  again  came  to  the  front  as  defender,  and  so  great  was 
the  national  faith  in  Burgess  and  Gen.  Paine,  that  when  it  was 
learned  the  former  was  to  design  a  boat  for  the  latter,  no  effort 
was  made  elsewhere  toward  building  a  defender.  Burgess  went 
to  work  on  the  design  of  the  new  boat  with  faith  that  he  could 
impro\e  on  Mayflower  as  easily  as  he  had  improved  with  her 
on  Puritan.  The  result  was  Volunteer,  the  fastest  yacht 
ever  designed  by  Burgess,  and  in  her  time  a  wonder.  In  her 
the  straight  stem  of  Puritan  and  Mayflower  disappeared.  The 
clipper  bow,  similar  to  the  one  which  Watson  planned  for  Thistle, 
took  its  place.  Indeed,  though  each  was  working  by  himself,  the 
Scotch  and  American  designers  were  remarkably  close  to  one 
another  in  their  ideas.  Burgess  was  a  little  ahead  of  Watson,  as 
the  result  of  the  races  showed. 

As  Volunteer  was  not  designed  until  the  dimensions  of  Thistle 
were  in  part  known,  through  the  challenge,  work  on  her  necessarily 
was  done  with  a  rush.  Her  hull  was  of  steel,  she  was  built  by 
the  Pusey  &:  Jones  Shipbuilding  Company  of  Wilmington,  Del., 
was  launched  on  June  30th,  and  towed  to  Boston  for  finishing  and 
rigging  by  George  Lawley  &  Son.  Her  dimensions  were  as  fol- 
lows :  Length  overall  106  feet  3  inches  ;  on  water-line  85  feet  10 
inches  ;  beam  23  feet  2  inches  ;  draft  10  feet  ;  length  of  mast 
from  deck  to  hounds  63  feet  ;  topmast  48  feet  ;  boom  84  feet  ;  gaff 
51  feet  6  inches  ;  bowsprit  outboard  38  feet  ;  spinnaker-boom  67 
feet  ;  displacement  of  130  tons  ;  ballast  inside  and  on  keel  55  tons  ; 
sail  area  9271  square  feet;   racing  measurement  86.35  feet. 

Compared  with  Mayflow'er,  Volunteer  had  more  dead-rise  and 
less  beam,  and  owing  to  the  fact  that  ballast  could  be  stowed  two 
feet  lower  in  her  metal  hull,  she  had  greater  stability  because  of 
the  lower  centre  of  gravity.  In  construction  she  was  very  strong, 
though  her  outside  plating,  owing  to  the  haste  with  which  she 
was  built,  was  somewhat  rough.  Tliis  was  all  steel,  and  flush 
from  keel  to  gunwale.      Her  frames  were  of  steel,  spaced  31  inches 

[116] 


of  THE  AMERICA'S  CVP  f^^^] 

on  centres,  and  along  the  centre-board  well  were  twenty-two  angle- 
iron  frames.  The  well  was  plated  ^\•ith  steel,  and  the  keel  plating, 
%  inch  in  thickness,  was  riveted  to  transverse  frames.  In  the 
trough  in  which  the  ballast  was  stowed  there  was  a  steel  floor- 
plate  at  each  frame,  and  in  these  spaces  molten  lead  was  run, 
thus  making  solid  ballast.  The  deck  beams  were  made  of  angle 
irons,  3X4,  by  %6  inches  thick.  To  counteract  the  strain  of 
the  mast  the  frames  along  the  sides  opposite  the  mast  were 
strengthened  by  steel  brackets  riveted  to  the  frames  and  deck 
beams.  At  the  turn  of  the  bilge,  and  between  the  cabin  floor 
and  keel,  the  hull  was  stiffened  by  two  thick  steel  strakes. 
The  plank-shear  was  of  white  pine.  The  waist  had  locust 
stanchions,  and  the  rail  was  of  oak.  Her  deck  was  flush,  and  of 
white  pine.  Her  chainplates  ran  along  the  frames  down  the 
inside  of  the  plating,  thus  leaving  the  sides  clean.  The  bowsprit 
was  a  reefing  one,  the  first  to  be  put  on  a  Burgess  sloop  of  the 
first  class,  and  could  be  shortened  eight  feet.  Steel  wire  was 
used  for  the  main  rigging. 

The  vessel's  interior  arrangements  were  comfortable.  On 
each  side  of  the  centre-board  box  was  a  passage,  and  leading  out 
of  each  were  two  staterooms,  conveniently  fitted  up  and  neatly 
furnished.  The  main  saloon  contained  two  berths  on  each  side, 
and  aft  there  was  a  good  sized  stateroom.  The  quarters  of  the 
crew  were  roomy,  light  and  well  ventilated. 

As  sailing-master  for  Volunteer  Gen.  Paine  selected  Capt. 
Henry  Clayton  Haft,  known  to  all  the  fleet  as  "  Hank  "  Haff,  a 
veteran  boatman  from  Islip,  Long  Island,  who  had  sailed  many  a 
winning  race  in  the  old  sloop  Fanny,  and  \\as  one  of  the  talent  on 
Mischief  when  she  defeated  Atalanta.  Under  his  care,  with 
such  a  guiding  mind  as  that  of  Gen.  Paine,  Volunteer  was  a 
success  from  her  first  race.  She  showed  her  heels  to  Mayflower 
and  Puritan  with  consummate  ease,  and  her  racing  record  for  the 
season  was  one  unbroken  list  of  victories.  She  took  the  Goelet 
cup  in  light  weather  off  Newport,  Aug.  5th,  1887,  sailing  away 
from  Mayflower,  Puritan,  Priscilla  and  Atlantic,  beating  the  May- 
flower by  8  m.  39  s.  and  the  others  more.  She  won  the  Morgan 
cup  in  a  run  from  Vine^yard  Haven  to  Marblehead,  August  8th 
and  9th  ;  the  Boston  Herald  cup,  a  beautiful  trophy  weighing 
310  ounces,  off  Marblehead  iVugust  11th,  and  the  Providence  and 
Newport  citizens'  cups,  respectivelv  on  August  15th  and  16th. 
The  value  of  these  cups  was  about  $4000. 

With  such  a  fast  boat  as  defender  there  was  no  very  great 
concern  felt  as  to  the  safety  of  the  cup,  though  to  offset  the 
record  of  Volunteer,  Thistle  appeared  to  be  making  one  quite  as 
brilliant.  She  defeated  Genesta  with  ease,  also  Irex,  a  cutter  as 
fast,  if  not  faster,  than  Genesta.     In  fifteen  English  races  she  won 

[117] 


[.887]  THE  LAWSON  HISTORY 

eleven  first  prizes,  and  two  others,  defeating  the  pick  of  English 
yachts.  Thus  when  she  sailed  for  this  country  Julv  25th,  in  charge 
of  Capt.  John  Barr  of  Gourock,  considered  as  able  a  skipper  as 
Scotland  could  produce,  there  was  a  belief  in  England  that  at  last 
a  boat  was  under  way  that  would  whip  the  Yankees. 

Thistle  arrived  in  this  country  August  16th,  after  a  comfort- 
able run  of  t\\enty-t\\  o  days,  under  short  sail.  The  members  of  the 
syndicate  came  later  on  the  steam-yacht  Mohican,  owned  by  Mr. 
Robert  Clark,  arriving  in  New  York  Sept.  1st.  They  had  bag- 
pipers on  board,  a  good  supply  of  amber  Scotch  liquor,  some  of 
which  they  declared  they  would  drink  from  the  America's  cup. 
As  the  cup  has  no  bottom  to  contain  liquids  the  feat  contemplated 
was  as  difficult  as  the  task  of  winning  the  trophy.  The  Scotch 
challengers  believed  they  had  a  yacht  in  Thistle  the  like  of  which 
had  never  been  seen  in  American  waters.  She  was  indeed  a 
vessel  not  to  be  underrated.  Her  rounded  sides,  flaring  top, 
cut-away  stem,  and  broad  beam,  made  her  a  neu'  proposition  in 
cup  challengers.  That  she  was  "  slipper)'  "  in  light  airs  every- 
body knew.  Had  not  Volunteer  also  been  "slippery,"  things 
might  have  looked  different. 

Thistle  was  well  built,  and  showed  great  power.  A  writer  of 
the  day  called  her  a  "  big,  sail-carrying  brute."  Her  dimensions 
were  as  follows  :  Length  overall  108.50  feet  ;  water-line  86.46  ; 
beam  20.35  feet ;  draft  13.80  feet  ;  mast  from  deck  to  hounds  62 
feet ;  topmast  45  feet ;  boom  80  feet  ;  gaff"  50  feet  ;  bowsprit  out- 
board 38  feet  ;  spinnaker-boom  70  feet  ;  ballast  70  tons  ;  displace- 
ment 138  tons  ;  sail  area  8968  square  feet ;  racing  measurement 
89.20  feet.  Thistle's  hull  was  plated  with  Siemens-Martin  steel, 
the  lower  plates  being  %  and  the  upper  %6-inch  thick.  The 
three  lower  strakes  were  lap-seamed,  but  the  top  body  was  plated 
flush.  The  frames  were  of  unusual  strength,  and  were  tied  by 
steel  diagonal  stringers,  keelsons  and  floorings,  forming  a  network 
of  the  most  secure  description.  Partial  bulkheads  gave  still  further 
strength,  and  there  was  also  forward  a  collision  bulkhead.  The 
keel  was  of  lead.  It  weighed  about  seventy  tons,  and  was  placed 
about  three  feet  lower  than  Volunteer's.  The  yacht's  channels 
and  chainplates  were  placed  outside,  as  was  usual  on  English  ves- 
sels. The  sternpost  showed  considerable  rake,  and  the  clipper 
bow  was  considered  handsome.  She  had  a  reefing  bowsprit  which 
could  be  shortened  six  feet. 

The  sweep  of  the  deck  was  particularly  easy,  her  shear  being 
much  straighter  than  Volunteer's.  The  covering-lioards  were  of 
teak,  and  the  deck  fittings,  which  were  of  the  same  material, 
were  arranged  to  gi\e  the  greatest  possible  space  for  handling  the 
yacht.  Her  bulwarks  were  low,  mahogany  stained  inside,  and 
finished  with  a  neat  rail  of  elm.      The  companion  way  was  finished 

[118] 


of  THE  AMERICA'S  CVP 


[1887] 


in  teak  and  mahogany,  and  the  main  saloon  in  American  walnut. 
The  latter  was  very  roomy,  of  the  full  width  of  the  yacht.  The 
ladies'  cabin  aft  was  conveniently  arranged.  Just  forward  of  the 
main  saloon  were  the  officers'  rooms  and  the  galley.  The  fore- 
castle accommodated  twenty  men,  iron  swinging  berths  being 
used.  The  main  rigging  was  of  steel,  and  the  jib-halyards  were 
galvanized  iron  chains. 

To  meet  this  able  challenger  but  one  boat  was  deemed  capable, 
—  Volunteer;  still  it  was  thought  advisable  to  hold  trial  races,  in 
order  that  all  qualified  yachts  might  have  a  chance  to  compare 
strength  with  the  new  boat.  The  only  vessel  entered  against  her 
was  Mayflower,  then  owned  by  Commodore  E.  D.  Morgan. 
After  an  inconclusive  trial  in  light  airs  Sept.  13th,  and  another 
postponement  for  Mant  of  wind  Sept.  15th,  a  race  between  the 
boats  ^\■as  sailed  Sept.  16th  off"  Sandy  Hook.  The  wind  was  strong 
from  N.  W.  by  N.  The  yachts  made  a  ten-mile  run  S.  E.  by  S., 
then  a  nine-mile  leg  W.  S.  W.,  thence  back  to  the  first  mark, 
and  a  beat  back  to  the  starting-point,  distance  thirty-eight  miles. 
On  only  one  leg  did  Mayflo\\er  outsail  \'olunteer,  and  then  only 
by  22  s.  Volunteer  defeated  Mayflower  by  16  m.  2%  s.,  elapsed 
time,  and  her  performance  satisfied  the  committee  that  another 
trial  was  unnecessary.  Her  ^election  as  defender  of  the  cup  was 
announced  the  same  day. 

The  following  courses  were  agreed  on  for  the  cup  races  : 
First    race,   Tuesday,    Sept.   27th,    start    at    10  a.m.,    inside 
course  of  the  New  York  Yacht  Club. 

Second  race,  Thursday,  Sept.  29th,  start  at  10.30  a.m., 
twenty  miles  to  windward  or  leeward  and  return  from  Scot- 
land or  Sandy  Hook  light-\  essel,  as  decided  on  the  morning  of 
race. 

Third  race,  Saturday,  October  1st,  start  at  10.30  a.m.,  trian- 
gular course  of  forty  miles,  starting  from  Scotland  light-vessel. 

On  September  22d  \^olunteer  and  Thistle  were  officially 
measured  at  Erie  Basin.  Here  it  was  found  Thisde  exceeded  the 
load  water-line  length  furnished  the  New  York  Yacht  Club  in  the 
challenge  from  Mr.  Bell.  This  was  considered  so  serious  a  mat- 
ter that  "a  question  was  raised,"  to  quote  the  language  of  the 
America's  cup  committee,  "  whether  the  Thistle  should  be  allowed 
to  race."  The  committee  consisted  of  .Tames  D.  Smith,  Gilbert 
L.  Haight,  Philip  Schuyler,  John  S.  Dickerson,  William  Krebs, 
Elbridge  T.  Gerry,  and  Charles  Coolidge  Haight.  They  decided 
to  refer  the  question  of  Thistle's  eligibility  to  George  L.  Schuyler 
as  referee.  The  committee's  statement  of  the  difference  found  in 
Thisde' s  water-line  was  as  follows  :  "A  great  discrepancy  was 
seen  to  exist  [in  the  measurement]  between  the  load  water-line 
length  of  Thistle  as  given  bv  Mr.  Watson,  her  designer,  namely, 

■[119] 


[,8S7]  THE  LAWSON  HISTORY 

85  feet,  and  that  of  the  measurer  of  the  New  York  Yacht  Club, 
namely,  86.46,  a  difference  of  1.46  feet." 

Mr.  Watson,  when  his  attention  was  called  to  the  matter,  said 
it  was  the  result  of  an  "overlook."  Mr.  Bell,  when  notified  bv 
the  committee  of  the  discrepancy,  replied  that  the  water-line  length 
as  given  in  the  challenge  was  as  accurate  as  Mr.  Watson  could 
give  it  with  the  vessel  unlaunched,  and  was  furnished  without  the 
challengers  knowing  the  deed  of  gift  required  it,  but  to  supple- 
ment the  custom-house  certificate,  it  being  given  "  with  the  most 
perfect  good  faith."  He  stated  that  "  when  measured  under  the 
British  yacht-racing  rule,  after  she  Avas  fitted  out,  she  measured 
86.40  on  the  water-line,  as  against  86.46  here,  and  she  was  rated 
in  this  trim  accordingly." 

Mr.  Bell  further  stated  : 

"The  extra  length  is  penalized  more  heavily  vmder  your  rule 
than  under  ours,  and  is  not  an  ad\antage. 

"If  Thistle  had  been  a  shorter  boat  she  would  have  been 
in  receipt  of  more  time  allowance  ;  as  it  is,  the  two  competitors 
could  hardly  ha\e  been  nearer  an  equality  of  sailing  tonnage  by 
your  rules  had  they  been  specially  designed  to  sail  even." 

Mr.  Bell  agreed  to  place  the  matter  without  reserve  in  Mr. 
Schuyler's  hands. 

His  statement,  and  Mr.  Watson's,  about  the  "overlook,"  did 
not  satisfy  all  who  commented  on  the  matter.  New  York  yachts- 
men believed  so  skilled  a  designer  as  Mr.  Watson  could  have  told 
exactly,  or  very  nearly  so,  on  what  \\ater-line  the  yacht  would  ffoat 
when  launched,  for  such  problems  are  determined  with  mathemat- 
ical precision.  However,  no  one  accused  the  challengers  of  either 
intentional  deception  primaril)',  or  later  reservation  of  facts,  but 
generously  accepted  the  disclaimers  of  Mr.  Watson  and  Mr.  Bell. 

On  the  24th  of  September  there  \vas  a  conference  at  the  New 
York  Yacht  Qui)  between  members  of  the  cup  and  regatta  com- 
mittees of  the  club,  George  L.  Schuyler,  Gen.  Paine,  of  \'olun- 
teer,  and  Messrs.  Bell  and  Watson,  and  Mr.  York,  secretary  of 
the  Royal  Clyde  Yacht  Club. 

x-^t  this  meeting  Mr.  Bell  presented  a  statement  to  be  submitted 
to  the  referee,  in  which  he  again  set  forth  that  the  ^vater-line  length 
given  in  the  challenge  was  the  vessel's  designed  length,  but  that 
w  ith  equipment  aboard  she  liad  been  found  to  measure  86.40  feet, 
and  continued  : 

"  As  the  challenger  accepted  the  measurement  and  time  allow- 
ance of  the  New  York  Yacht  Club,  which  adjusts  all  differences  of 
tonnage,  and  as  the  vessel  had  to  be  measured  in  New  York,  the 
exact  water-line  length  did  not  seem  of  any  importance. 

"  Under  the  New  York  Yacht  Club's  rules,  \\hich  \\  ere  mutu- 
ally accepted,  competitors  are  at  liberty  to  shift  ballast  up  to  9  p.m. 

[  120] 


of  THE  AMERICA'S  CVP  ['^bt] 

of  the  day  prior  to  the  race,  subject,  of  course,  to  after  mea- 
surement, which  preckided  the  idea  that  in  gi^■ing  an  approximate 
water-line  measurement  Thistle  was  tied  down  to  a  fixed  load-line 
length. 

"  Were  Thistle  claiming  to  race  at  a  water-line  length  of  85 
feet  having  86.46,  there  would  be  grave  reason  for  complaint,  but 
Thistle  is  tendered  for  measurement  of  length  and  sail  area  as  per 
New  York  Yacht  Club  rules,  under  challenger's  arrangements 
with  your  America  cup  committee,  to  adjust  the  time  allowance 
she  was  to  receive  or  give." 

Mr.  Watson  submitted  a  statement  to  the  referee,  reciting 
that  in  his  certificate  of  March  14th,  1887,  giving  dimensions  of 
the  vacht,  the  beam  and  depth  only  were  given  exactly,  but  that 
the  water-line  was  the  designed  length,  of  which  he  at  that  time 
stated  :  "  When  she  is  afloat  and  in  racing  trim  I  have  no  reason 
to  expect  that  it  will  be  more  than  an  inch  or  two  out,  either 
way." 

Mr.  Watson  asked  the  referee  this  question  : 

"Does  the  Thistle,  as  now  measured  and  offered  to  sail,  cor- 
respond with  the  particulars  of  dimensions  furnished  by  her  chal- 
lenger within  the  requirements  of  the  deed  of  gift?  " 

The  America's  cup  committee  asked  the  referee  : 

"Is  the  variation  sufficient  to  prevent  the  challenger  being 
entitled  to  race  for  the  cup  with  the  boat  named "?  ' ' 

On  the  morning  of  September  25th,  Mr.  Schuyler  handed  his 
decision  to  the  committee.      It  is  here  given  in  full  : 

James  D.   Smith,  EsqR., 

Chairman  America's  Cup  Committee  of  the  .Xexv  York  Yacht 
Chih. 

My  reply  to  the  questions  submitted  to  me  by  your 
committee  and  Mr.  Bell  is  as  follows  :  The  clause  in  the 
deed  of  gift  which  requires,  besides  Custom  House  measure- 
ment, a  statement  of  the  "dimensions"  of  the  vessel,  is 
intended  to  convey  a  just  idea  of  the  capacity  of  the  same 
without  reference  to  any  rule  for  racing  tonnage  which  may  be 
in  force  at  the  time  the  challenge  is  given. 

The  length  of  load  water-line  is  an  essential  element.  It 
was  furnished  by  both  Genesta  and  Galatea,  and  had  it  not 
been  given  by  Thistle,  the  committee  should  have  demanded 
it  before  closing  the  terms  of  the  match.  Mr.  Bell  did,  how- 
ever, furnish  the  load  water-line  of  the  Thistle,  notwith- 
standing his  misapprehension  of  the  necessity  of  doing  so, 
for  the  reason,  as  stated  by  himself,  that  if  that  information 
was  withheld  it  would  be  impossible  to  determine,  with  any 
approach  to  accuracy,  the  power  of  his  boat,  a  reason  which 

[121] 


r.887]  THE  LAWSON  HISTORY 

proves  the  necessity  of  length  of  load  water-line  being  a  factor 
in  giving  the  "dimensions"  of  the  vessel,  as  well  as  the 
desire  of  Mr.  Bell  to  do  everything  in  his  power  to  make  a 
fair  trial  between  the  contestants  for  the  cup. 

Your  second  question  refers  to  the  discrepancy  between 
the  load  water-line  of  the  Thistle  as  furnished  by  letters 
March  16th,  1887,  about  85  feet,  and  the  actual  measure- 
ment made  in  New  York,  86.46  feet.  The  length  of  load 
water-line  of  a  vessel  in  commission  is  accurately  obtained  ; 
but  before  launching,  as  was  the  case  with  the  Thistle,  there 
was  no  course  left  for  the  owner  but  to  apply  to  his  designer 
for  the  necessary  information.  This  was  done,  and  the  cer- 
tificate of  the  designer  was  forwarded,  stating  that  "  it  was 
impossible  to  give  exactly  the  water-line  length  ;  this,  how- 
ever, is  her  designed  length,  and  when  she  is  afloat  and  in 
racing  trim,  I  have  no  reason  to  expect  that  it  will  be  more 
than  an  inch  or  two  out  either  way." 

The  importance  of  accuracy  in  giving  the  dimensions 
of  a  yacht  challenging  for  the  cup  is  so  great  that  any  decision 
reached  in  any  one  case  cannot  be  used  as  a  precedent  in 
any  other  which  may  arise.  A  great  error  in  any  of  the 
"dimensions,"  whether  through  mistake  or  design,  would 
vitiate  the  agreement  —  a  small  one  should  be  governed  by 
the  circumstances  attending  it,  and  always  on  the  liberal  side. 

Although  the  variation  between  the  stated  and  actual 
load  water-line  is  so  large  as  to  be  of  great  disadvantage  to 
the  defender  of  the  cup,  still,  as  Mr.  Bell  could  only  rely 
upon  the  statement  of  his  designer,  he  cannot,  in  this  partic- 
ular case,  be  held  accountable  for  the  remarkably  inaccurate 
information  received  from  him,  and  I  therefore  decide  that 
the  variation  is  not  sufficient  to  disqualify  him  from  starting 
the  Thistle  in  the  race  agreed  upon. 

Respectfully  yours,  George  L.   Schuyler. 

Mr.  Schuyler's  decision  was  broad  enough  to  satisfy  all  con- 
cerned, except  perhaps  Mr.  Watson,  whom,  it  may  be  observed, 
it  censured,  and  it  being  accepted  promptly,  the  match  went  on, 
without  any  very  great  amount  of  hard  feeling  being  engendered 
on  either  side.  Indeed  the  Scotch  challengers  had  much  to  recom- 
mend them  as  sportsmen,  and  it  was  best  that  the  episode  of 
Thistle's  measurement  should  have  been  settled  as  it  was. 

Challenger  and  defender  met  for  their  first  race  Tuesday 
Sept.  27th.  The  inside  course  was  to  be  sailed  over  for  the  last 
time,  it  proved,  in  an  international  match.  It  was  a  bad  course  at 
best,  and  a  source  of  hot  anger  and  fierce  discontent  to  British 
skippers. 

[  122] 


mr 


'X 


/ 


of  THE  AMERICA'S  CVP  [■««7] 

An  enormous  fleet  of  steamers,  yachts  and  miscellaneous  craft 
came  down  to  the  Narrows  for  the  start,  and  made  manoeuvring 
hazardous  for  the  racers.  The  morning  was  dull  and  the  wind 
light.  When  manoeuvring  began  between  the  two  big  yachts  sup- 
porters of  Volunteer  were  inclined  to  think  they  had  underestimated 
the  challenger's  abilities,  and  therefore  moderated  their  transports. 
Thisde  slipped  about  in  the  light  air  with  such  ease  she  looked 
dangerous. 

The  first  signal  gun  was  fired  at  12.20,  after  a  wait  for  wind, 
and  the  racers,  each  with  mainsail,  forestaysail,  jib  and  jib-topsail 
set,  played  for  the  better  position.  Thistle  was  first  to  start, 
crossing  at  12.33.06,  on  the  port  tack,  close  to  the  windward  end 
of  the  line,  the  wind  then  being  light  from  the  south.  Volunteer 
followed  direcdy  in  her  wake,  on  the  same  tack,  and  crossed  at 
12.34.58^.  She  at  once  began  to  close  the  gap  between  herself 
and  Thisde  amid  the  cheers  of  her  supporters,  who  found  heart 
again. 

Thisde  was  being  held  close  to  the  wind,  but  just  before 
Volunteer  reached  her  she  took  starboard  tacks  aboard  and  headed 
for  the  Bay  Ridge  shore.  Volunteer  kept  the  port  tack.  Thistle 
found  soft  wind  and  a  head  tide  near  the  shore,  and  came  back  to 
port.  At  12.47  Volunteer  tacked  to  starboard,  and  crossed  her 
bow.  Here  was  work  that  cheered  every  American  in  the  crowd 
of  spectators.  Volunteer  soon  increased  her  pace,  under  a  stronger 
breeze,  while  Thisde,  with  sails  hardly  filled,  moved  lazily.  Half 
an  hour  after  the  start  Volunteer  had  a  lead  of  about  an  eighth  of 
a  mile,  and  at  buoy  13  she  was  half  a  mile  ahead  and  to  windw  ard, 
and  pointing  higher  than  the  cutter.  At  buoy  10,  the  wind  having 
been  light,  but  increasing  after  a  lull.  Volunteer  was  a  mile  ahead. 

From  buoy  8^  to  the  light-vessel  was  a  reach  of  about  ten  miles, 
which  Volunteer  made  on  the  starboard  tack,  adding  three  min- 
utes to  her  lead  from  buoy  10.  On  the  run  home  she  met  Thistle 
about  a  mile  and  a  quarter  from  the  light-vessel.  At  buoy  8% 
Volunteer  broke  out  her  spinnaker,  and  made  the  last  stretch  of 
the  course  in  piping  time,  beating  Thisde  by  19  m.  23  J4^  s.,  after 
allowing  5  s.  The  average  force  of  the  wind  for  the  race  was 
eight  knots,  it  veering  from  south  to  west,  and  around  to  south- 
east.    The  official  summary  ; 


Finish 

Elapsed 
Time 

Corrected 
Time 

i.    M.    5. 

H.    M.   s. 

H.    M.    S. 

Start  Buoy  lo  Light-Vessel 

h.  m.  s.  h.  m.  s.  h.  m.  s. 

Volunteer       .  12.34. 58^^  2.11.03  3.42.12  5.28.16^4'        4.53.18  4.53.18 

Thistle       .      .      .      12.33.06  2.36.45  4-OI-I5  SAS-S'^'2        5-I*-46^        5-'*-4'K' 

So  disturbed  were  the  owners  of  Thistle  with  the  outcome  of 
the  race,  that  they  caused  the  yacht's  bottom  to  be  swept  that 
night,  to  determine  whether  or  not  any  foreign  substance  was 
attached  to  it. 

[123] 


[■««7]  THE  LAWSON  HISTORY 

On  Thursday,  Sept.  29th,  there  was  not  enough  wind  for  the 
yachts  to  start.  The  second  race  took  place  Sept.  30th.  The 
wind  was  E.  by  N.  The  start  was  to  windward  from  Scotland 
light-vessel.  There  was  considerable  sea  on,  with  a  twelve-knot 
breeze,  and  rain.  Volunteer  had  the  better  of  the  start,  for  she 
secured  a  berth  on  Thistle's  weather  quarter.  The  boats  began 
their  twenty-mile  beat  to  windward  on  the  starboard  tack,  and 
for  about  five  miles  sailed  bow  to  bow,  making  a  beautiful  race  in 
the  strong  wind  and  heavy  sea.  Both  carried  working  topsails. 
Friends  of  Thistle  had  hopes  for  her,  but  she  could  not  point  as 
high  as  her  rival,  and  at  the  end  of  an  hour  and  ten  minutes  sailing 
Volunteer  tacked  across  her  I)ows. 

The  boats  when  near  the  Long  Island  shore  split  tacks. 
Volunteer  then  set  her  club-topsail.  She  was  weathering  the 
challenger  rapidly,  and  she  rounded  the  outer  mark  nearly  fifteen 
minutes  in  the  lead.  It  was  a  tremendous  beating  for  the  Scotch 
boat,  in  "cutter  weather."  On  rounding  the  mark  Volunteer  set 
her  spinnaker  with  caution,  and  her  balloon  jib-topsail. 

On  the  run  home  Thistle,  under  a  cloud  of  canvas  fully  as 
great  as  Volunteer's,  made  the  distance  to  the  light-vessel  in 
about  four  minutes  better  time  than  Volunteer.  The  wind  on  the 
run  had  backed  to  east-southeast,  then  settled  back  to  east,  and  was 
blowing  fourteen  knots.  The  boats  made  fast  time,  but  Thistle 
was  hopelessly  beaten  through  Volunteer's  great  lead  acquired  in 
the  windward  work.     The  official  summary  : 


Elapsed 

Corrected 

Start 

Outer  Mark 

Finish 

Time 

Time 

H.    M,    S. 

H.    M.   s. 

H.    M.    s. 

H.   M.    s. 

H.    M.    s. 

"OLUNTEER 

.         .         10.40.503^ 

2.26.40 

4.23.47 

5-42.56^ 

5-42.56'^ 

HISTLE 

10.40.21 

2.41.00 

4-35-i^ 

5-54-5I 

5-54-45 

Volunteer  allowed  six  seconds  to  Thistle,  and  won  by  11m. 
48^4^  s.,  corrected  time. 

There  was  not  the  anticipated  skirl  of  pipes  for  Thistle  at  the 
end  of  this  race,  and  of  the  series.  Her  defeat  was  so  decisive  as 
to  leave  no  comfort  for  her  owners,  except  such  as  may  be  derived 
from  the  know  ledge  that  it  was  in  a  fiiir  contest,  under  conditions 
as  favorable  to  one  boat  as  to  the  other.  Commodore  Bell  and 
MK  Watson  were  given  a  reception  at  the  New  York  Yacht  Club 
house  on  October  11th,  at  which  healths  were  drunk,  and  the 
event  received  a  fitting  benediction. 

On  the  return  of  Volunteer*  to  Massachusetts  a  reception  was 
tendered  Gen.  Paine,  Mr.  Burgess  and  the  yacht's  crew,  by  the 

*  Volunteer's  active  racing  in  the  cnp  class  ended  ever,  always  a  fast  and  able  ship.  In  I  89 1  she  was 
with  her  contest  against  Thistle.  Unlike  Puritan  and  lengthened,  by  the  George  Lawley  &  Son  Corpora- 
Mayflower  she  was  not  employed  as  a  trial  vessel  tion,  at  South  Boston,  and  was  rigged  as  a  schooner, 
against  her  successor  in  cup  defence,  as  she  was  but  in  1894  she  was  re-rigged  as  a  sloop.  Her 
outbuilt  and  outclassed  by  the  time  the  next  series  of  present  owner,  Mr.  J.  Malcolm  Forbes  of  Boston, 
cup  races  came  off,  in  1893.      She  remained,  how-  uses  her  for  cruising. 

[  124] 


^THE  AMERICA'S  CVP  [-^^y] 

city  of  Boston,  in  historic  Faneuil  Hall,  on  Oct.  7th.  The 
reception  committee  consisted  of  fifty-two  prominent  citizens, 
headed  by  Hugh  O'Brien,  mayor.  The  hall  was  elaborately 
decorated.  On  the  platform  sat  many  well-known  men,  and  in 
a  seat  of  honor  was  Jesse  Brown,  a  brother  of  Capt.  "Dick" 
Brown,  and  one  of  the  last  survivors  of  the  crew  of  the  America 
in  1851. 

Speeches  were  made  by  Ma3'or  O'Brien,  to  whom  Gen.  Paine 
and  Mr.  Burgess  responded ;  by  Oliver  Ames,  governor  of 
Massachusetts  ;  Frederick  O.  Prince,  ex-mayor  of  Boston  ;  Dr. 
William  Everett,  Rev.  E.  A.  Horton,  Gen.  Nathaniel  P.  Banks, 
Charles  Levi  Woodbury  and  others,  and  an  original  poem  was 
read  by  Rev.  Minot  J.  Savage.  Letters  from  a  number  of  promi- 
nent men  were  read,  among  them  one  from  Dr.  Oliver  Wendell 
Holmes,  expressing  regret  over  inability  to  be  present,  and  conclud- 
ing :  "I  own  that  the  general  is  the  only  commander  I  ever  heard 
of  who  made  himself  illustrious  ijy  running  away  from  all  his 
competitors." 

Prior  to  this  meeting  the  thanks  of  the  citv  of  Boston  were 
extended  to  Messrs.  Paine  and  Burgess  by  both  branches  of  the 
citv  government,  "  for  their  victories  over  their  Enghsh  and  Scotch 
competitors." 

These  resohitions  of  thanks,  with  a  report  of  the  reception, 
together  with  a  brief  history  of  the  x\merica's  cup,  were  subse- 
quently embodied  in  a  vohime  issued  at  the  expense  of  the  city, 
entitled  "Testimonial  to  Charles  J.  Paine  and  Edward  Burgess 
from  the  City  of  Boston,  for  Their  Successful  Defence  of  the 
America's  Cup." 

Thistle  *  sailed  for  home  on  October  14th.  Galatea,  which  had 
been  in  our  waters  about  fourteen  months,  preceded  her  by  three 
days.  Their  departure  marked  the  end  of  an  active  American 
season  f  afloat,  and  was  followed  by  some  interesting,  and  not 
entirely  pleasant  incidents  ashore. 


*   Mr.    Watson    thus    explained    the    failure    of  invited    a    challenge   from    America,    proposing    to 

Thistle  in  the  cup  races  ;    *'  Her  surface  was  so  cut  put  up  the  1851    Queen's  cup  of  the   Royal  Yacht 

down  that  sufficient  lateral    plane   was   not  left    to  Squadron,  which   the  original  Arrow  had   won,  as  a 

hold  her  to  windward,  and   although  she  sailed   the  challenge  cup  for  American  yachts  against  Arrow, 

water  as  fast  as  the  American  champion  Volunteer,  under  these  conditions  :   The  challenging  yacht  to 

she  drifted  bodily  to  leeward."  be  a  cutter  or  sloop  ;   the  best  out   of  three  races 

I  The  record  of  international  yachring  events  in  over  the  Queen's  cup  course  at  Cowes  to  determine 

1887  would   not  be  complete  without   reference  to  the   contest;  six   months'    notice   to  be  given.      In 

an   affair   that   might    have  led    to  some   interesting  the  fall  of  1886  Gen.  Paine  had  cabled  a  challenge 

racing  had  it   been   carried    out.      Mr.    Tankerville  for  Mayflower,  and   preparations  were  made  to  send 

Chamberlayne,    owner    of    the    old    English   cutter  the  boat  abroad  to  race  in  the  season  of  1 887.      Mr. 

Arrow,  (which   started  against  the  America  in  the  Chamberlayne  specified  that  the  races  be  sailed  over 

regatta  of  August  22d,    1851,    but  went  ashore,)  what   was  substanrially  the    Queen's  cup  course,  in 

believed   his  vessel,  which    had  been  rebuilt  and  en-  parts  of  which  Mayflower  could  not  have  proceeded 

larged,    equal   to   the  best   modern    American   boat,  with  her  board  down.      Later,  in  April,  1887,  Mr. 

In    October,     1885,    he    had    expressed   this    view  Chamberlayne  objected  to  Mayflower's "  unrestricted 

through    the    columns    of    the   London    Field,    and  centre-board,"  stipulating  that  it  be  fixed  permanently 


[  125] 


[.887]  THE  LAWSON  HISTORY 

After  the  cup  races  notice  of  another  challenge  Avas  made 
public.  It  was  from  Charles  Sweet,  owner  of  the  cutter  Clara,  a 
business  man  with  interests  in  Scotland,  a  resident  of  New  York 
city,  and  a  member  of  both  the  New  York  Yacht  Club  and  the 
Royal  Clyde  Yacht  Club.  The  notice  was  written  at  the  Univer- 
sity Club,  as  soon  as  the  Royal  Clyde  party  landed  from  the  Mohi- 
can after  the  last  race.      It  was  as  follows  : 

New  York,   September  30th,  1887. 
John  H.   Bird,   Esqr.  : 

Dear  Sir :  —  I  beg  to  inform  jou,  as  representing  the  New 
York  Yacht  Club,  that  it  is  ni}^  intention  to  challenge  for  the 
America's  Cup,  and  that  the  formal  challenge  with  the  docu- 
ments and  particulars  required  by  the  deed  of  gift  will  be 
forwarded  as  soon  as  possible.  The  yacht  will  be  owned  by 
myself  and  another  yachtsman. 

As  the  position  of  a  challenger  may  be  considered  antago- 
nistic to  the  club  holding  the  cup,  I  think  it  right  to  tender 
my  resignation  as  a  member  of  the  New  York  Yacht  Club. 
I  do  so  with  much  regret,  as  all  my  relations  with  the  club 
have  been  of  a  most  pleasant  natiu'e. 

I  am,  very  truly,  Charles  Sweet. 

On  receipt  of  this  notice,  which  was  delivered  by  messenger, 
the  evening  it  was  written,  the  New  York  Yacht  Club  made  im- 
mediate plans  to  change  the  deed  of  gift.  A  meeting  was  arranged 
for  the  following  Monday,  Oct.  3d,  and  at  that  meeting,  though 
proper!}'  called  for  another  purpose,  a  committee  was  appointed  to 
prepare  a  new  deed.  The  deed  was  forthwith  drawn,  signed  and 
sealed,  and  was  presented  to  the  club  at  a  meeting  held  Oct.  27th. 
No  vote  was  taken  by  the  club  on  its  acceptance,  as  the  ruling 
was  made,  on  the  point  being  raised,  that  the  committee  had  full 
power  to  bind  the  club.  The  fact  that  no  general  vote  was  taken 
gave  rise  subsequently  to  a  question  as  to  whether  or  not  the  club 
legally  adopted  the  instrument. 

At  the  same  meeting  the  club  voted  not  to  accept  Mr.  Sweet's 
resignation,  holding  that  his  position  as  a  challenger  for  the  cup 
"did  not  unfit  him  for  membership  in  the  club  holding  it;"  and 
also  voted  not  to  accept  Mr.  Sweet's  challenge,  as  it  was  "for 
a  boat  not  yet  built,  and  not  in  accordance  with  the  [new]  deed 
of  gift,"  a  copy  of  which  was  ordered  sent  to  the  Royal  Clyde 
Yacht  Club,  with  notice  of  the  New  York  Yacht  Club's  action  on 
Mr.  Sweet's  challenge.      This  was  done  on  Nov.  3d. 

at  a  depth  equal  to  Arrow's  extreme  draft,  about  four-  his    invitation    for    a    challenge    that  all   American 

teen  feet.      As   Mayflower's  natural  draft  with  lull  sloops  of  that  period   had  centre-boards,   his  subse- 

board  was  much  greater,  this  claim   was  considered  quent  reservation  left  an  unpleasant  impression  in  the 

inadmissible,  and  the  negotiations  fell  through.      As  minds  of  American  yachtsmen. 
Mt.  Chamberlayne  must  have  known  when  issuing 

[126] 


THE  AMERICA'S  CVP 


[1887] 


In  the  meantime  the  Royal  Clyde  Yacht  Club  had  addressed 
to  the  New  York  Yacht  Club,  under  date  of  Oct.  29th,  a  formal 
challenge  in  behalf  of  Mr.  Sweet,  "to  sail  a  match  for  the  Amer- 
ica's cup  next  season,  with  a  cutter  sixty-nine  to  seventy  feet  on 
the  water-line."  The  notice  concluded  :  "  Mr.  Sweet,  as  you  are 
aware,  is  at  present  residing  in  New  York,  and  will  attend  person- 
ally to  further  formalities  of  the  challenge." 

"  On  learning  of  the  New  York  Yacht  Club's  action  of  Oct.  27th, 
the  Royal  Clyde  Yacht  Club  withdrew  its  challenge,  in  the  follow- 
ing communication  : 

John  H.  Bird,  Escm.  : 

Secretary,  J\ew  York  Yacht  Club. 
Dear  Sir  :  —  I  have  to  acknowledge  receipt  of  your  letter  of 
the  3rd  inst.,  embodying  the  resolution  of  your  club  at  their 
meeting  of  the  27th  ult.,  and  inclosing  a  copy  of  the  new 
deed  of  gift  relating  to  the  America's  cup,  for  which  I  thank 
you. 

I  am  instructed  to  state  that  Mr.  Sweet's  notice  of  challenge 
is  now,  with  the  concurrence  of  our  committee,  formally  with- 
drawn.     With  much  respect,  I  remain,  truly  yours, 

William  York,  Secretary. 
Glasgow,  Scotland,  151  Hope  Street, 
November  16th,  1887. 

This  ended  the  Sweet  episode,  which  was  quickly  over- 
shadowed by  more  serious  matters,  for  yachtsmen  m  general 
refused  to  accept  the  new  deed  of  gift. 


^^- 


[127] 


[.887.893]      THE  LAWSON  HISTORY 


THE  TRUST  DEED  IS  ALTERED,  AND 
CONCESSIONS  ARE  EXACTED  BY 
DUNRAVEN:    1887-1893.     CHAPTER  X. 

)ERE  international  yacht-racing  not  an  important 
branch  of  a  noble  sport,  it  could  hardly  ha\e  sur- 
vived the  period  in  its  history  beginning  w  ith  the 
changes  made  in  1887  in  the  deed  of  gift  under 
which  the  New  York  Yacht  Club  held  the  Amer- 
ica's cup  as  trustee,  and  ending  with  the  expulsion 
from  honorary  membership  in  the  club  of  Lord 
Dunraven,   in  February,   1896. 

This  period  began  on  Oct.  3d,  1887,  when 
the  New  York  Yacht  Club  voted  to  appoint  a  committee  of  five 
"to  confer  with  George  L.  Schuyler  on  the  subject  of  amending 
the  deed  of  gift  of  the  America's  cup,  and  with  full  power  and 
authority  to  execute  in  behalf  of  the  club  any  and  all  papers  and 
instruments  necessary  to  effect  any  changes  in  such  deed  of  gift 
and  the  acceptance  thereof  which  may  be  mutually  agreed  upon 
between  them  and  Mr.  Schuyler." 

The  committee  appointed  consisted  of  Ex-Commodore  James 
D.  Smith,  Philip  Schuyler,  Gouverneur  Kortright,  Latham  A. 
Fish,  and  Gen.  Charles  J.  Paine,  with  Commodore  Elbridge  T. 
Gerry  acting  ex  officio. 

These  men  were  of  such  standing  and  character  as  to  preclude 
any  imputation  of  desire  on  their  part  to  amend  the  deed  to  secure 
unfair  advantages  to  their  club,  yet  the  language  of  the  resolution 
by  which  they  were  given  their  authority  to  act  unfortunately 
laid  the  club  open  to  the  charge  of  assuming  powers  not  \  ested  in 
trustees  by  common  law  or  by  custom,  in  proposing  changes  in  an 
instrument  defining  the  conditions  of  their  trust. 

The  deed  draw'n  by  the  committee  was  the  first  document 
conveying  the  cup  to  be  couched  in  full  legal  form.  The  cup  was 
formally  returned  by  the  yacht  club  to  Mr.  Schuyler,  and  under 
date  of  October  24th,  1887,  it  was  conveyed  by  him  to  the  club 
under  the  new  deed,  the  text  of  which  is  given  in  full  in  the 
appendix  of  this  book. 

The  most  vital  change  from  the  two  former  deeds  was  in  the 
arrangement,  intent  and  effect  of  the  mutual  agreement  clause. 
In  the  old  deeds  the  clause  providing  for  mutual  agreement  on  all 
terms  was  the  initial  basis  of  a  match  ;  in  the  new  deed  it  could 
not  be,  for  the  prime  condition  as  laid  do\\n  in  the  document  was 
that  first,  "the  challenging  club  sha/l  give  ten  months'  notice  [of 

[  128] 


.9/THE  AMERICA'S  CVP 


[J887-1893] 


challenge]  in  writing,"  and  "accompanying  the  tenmonths' notice 
there  must  be  sent  the  names  of  the  o\\  ner,  and  a  certificate  of  the 
name,  rig  and  the  following  dimensions  of  the  challenging  vessel, 
namely  :  Length  on  load  water-line,  beam  at  load  water-line,  and 
extreme  beam,  and  draught  of  water,  which  dimensions  shall  not 
be  exceeded  ;  and  a  custom-house  registry  of  the  vessel  must  be 
sent  as  soon  as  possible."  After  the  challenger  had  complied 
with  this  essential  requirement,  it  was  provided  that  he  could 
make,  by  mutual  agreement,  certain  arrangements  as  to  dates, 
courses,  etc.,  for  the  races  ;  but  the  provisions  for  these  arrange- 
ments could  in  no  way  aftect  the  initial  basis  of  the  negotiations, 
namely,  the  sending  of  precise  information  about  the  challenging 
vessel  ten  months  before  the  match. 

In  addition  to  the  important  change  noted,  the  new  deed  con- 
tained provisions  that  centre-board  or  sliding  keel  vessels  should 
always  be  allowed  to  compete  for  the  cup  without  restrictions  ; 
that  in  the  event  of  failure  to  agree  on  the  number  of  races  three 
should  be  sailed  ;  that  time  allowances  should  I)e  abandoned  ;  that 
all  races  should  be  over  ocean  courses  free  from  headlands,  practi- 
cable in  all  parts  for  vessels  of  twenty-two  feet  draft. 

As  both  the  letter  and  the  spirit  of  the  deed  were  departed 
from  before  any  match  could  be  obtained  under  it,  and  as  in  prac- 
tice it  has  been  interpreted  in  such  ways  as  to  allow  its  original 
aims  and  conditions  to  become  almost  lost  to  view,  it  is  proper  to 
examine,  so  far  as  may  be,  into  the  causes  and  motives  that  led  to 
its  preparation. 

First  of  all  there  was  unquestionably  a  desire  on  the  part  of  the 
committee  to  exact  terms  from  a  challenger  which  would  make  pos- 
sible the  leisurely  building  of  a  defending  yacht  from  dimensions 
suggested  by  those  of  the  challenging  yacht.  Volunteer  was  built 
in  a  hurry,  and  this  circumstance  was  not  forgotten. 

The  clause  providing  that  centre-board  vessels  should  always 
be  permitted  to  challenge  for  the  cup  was  also  framed  with  an  eye 
to  the  interests  of  the  makers  of  the  deed.  The  committee  held 
the  centre-board  type  to  be  superior  to  keel  vessels,  and  it  believed, 
in  view  of  the  Arrow  incident,  which  had  left  a  strong  impression 
on  the  mind  of  at  least  one  of  its  members,  that  no  English  club 
would  willingly  permit  a  centre-board  yacht  to  sail  for  the  cup  in 
the  event  of  the  trophy  going  to  England.  It  therefore  determined 
to  secure  for  itself  the  right  to  challenge  with  such  a  vessel  if  the 
need  ever  arose,  by  imposing  in  advance  terms  more  satisfactory 
than  English  yachtsmen  were  expected  to  grant  ;  and  no  secret 
was  made  of  its  purpose. 

It  appears  the  committee,   while  having  always  in  mind  the 
interests  of  the  New  York  Yacht  Club  as  defender  of  the  cup, 
never  lost  sight  of  the  club's  welfare  should  it  ever  find  itself  in 
9  [  129  ] 


[,.s7-893]      THE  LAWSON  HISTORY 

the  position  of  a  challenger  for  the  cup.  The  clause  providing  for 
the  abandonment  of  the  notoriously  unfair  and  unfit  inside  course 
of  the  New  York  Yacht  Club,  and  the  sailing  of  all  races  on  ocean 
courses  free  from  headlands,  with  a  mean  depth  of  twenty-two 
feet,  was  excellent  on  its  face,  and  had  the  additional  merit,  from 
the  committee's  viewpoint,  of  obviating  racing  in  the  Clyde,  with 
its  high  headlands,  or  The  Solent,  with  its  sands  and  bars,  in  the 
event  of  the  cup  going  abroad,  and  a  deep-draft  centre-board  boat 
being  sent  after  it. 

However  well-intentioned  the  members  of  the  committee  may 
have  been  in  making  these  changes,  they  not  only  put  them- 
selves in  the  position  of  trustees  adding  conditions  to  a  deed  of 
trust,  which  in  this  case  would  enable  them  to  better  hold  the 
cup,  but  the)'  embodied  in  the  instrimient,  it  will  be  seen,  con- 
ditions which  aimed  to  make  it  obligatory  on  future  winners  of 
the  cup  to  accept  a  challenge  from  the  club  on  terms  of  its  own 
making. 

At  this  time,  when  the  centre-board  type  of  vessel  has  ceased  to 
influence  cup  racing,  the  action  of  the  New  York  Yacht  Club  in 
"  putting  an  anchor  to  w  indward  "  for  that  tyjie  of  vessel  appears 
less  important  than  it  must  have  seemed  to  the  club  in  1887,  and 
the  statement,  sometimes  heard,  that  "  the  deed  \\as  drawn  for 
the  protection  of  challengers,"  has,  until  weighed,  a  suggestion  of 
disingenuousness.  Under  the  terms  of  the  deed  a  challenger  has 
the  right,  if  he  cares  to  consider  it  as  such,  of  holding  to  all  its 
conditions.  On  the  other  hand  it  now  appears  that  any  kind  of 
arrangement  can  be  made  by  "  agreement  "  at  the  pleasure  of  the 
club  holding  the  cup,  if  the  challenger  does  not  care  to  sail  under 
the  full  terms  of  the  deed,  which  all  challengers  have  shown  a  de- 
cided aversion  to  doing. 

That  the  deed  proved  unsatisfactory  was  unfortunate,  as  it 
seemed  likely  the  changes  in  it  were  to  be  final,  so  far  as  its  form 
was  concerned,  for  with  the  demise  of  Mr.  Schuyler,  none  of  the 
original  donors  would  be  left.* 

No  instrument  set  up  in  the  world  of  sport  has  ever  received 
more  general  condemnation  than  this  deed  of  gift.  It  has  been 
assailed  right  and  left,  at  home  and  abroad.  English  j^achtsmen 
from  the  first  argued  that  the  Americans  were  hedging  the  cup 
about  with  so  many  conditions   that  no  man  could  win  it.     They 

*   George  L.  Schuyler  died,  from  heart  trouble,  the    business    of   steam    navigation   in   Long   Island 

on  board    Commodore    Elbridge  T.    Gerry's  yacht  Sound,   and   in   the   vicinity    of   New    York,    Mr. 

Electra,  in  New   London    Harbor,   on   the  night  of  Schuyler   devoted    much    time    to    the   pleasures  of 

July    31st,    1890.      He   was    a  grandson    of   Gen.  outdoor  life,  and  to  literary  research,  writing  some 

Philip  Schuyler,  of  Revolutionary  fame,  was  born  at  valuable  works  on  the  campaigns  in  the   Revolution 

Rhinebeck,    on   the   Hudson,  June  9th,   I  81 1,  and  in  which  his  grandfather  had  a  part.     His  interest  in 

was  a    graduate     of    Columbia    College.      He    was  yachting  was  unflagging,  while  his  experience  cov- 

twice  married,  both  his  wives  being  granddaughters  ered  the   history  of  the  sport  in   America  from  its 

of     Alexander   Hamilton.      Although    interested   in  inception. 

[  130] 


of  THE  AMERICA'S  CVP       [.S87-.S93] 

complained  that  the  dimensions  demanded  with  a  challenge  gave 
the  challenged  parties  an  idea  of  the  challenging  boat  sufficiendy 
definite  to  aid  them  materially  in  building  a  defender,  and 
that  ten  months'  notice  was  unreasonable. 

The  London  Jueld,  which  represented  extreme  British  opinion 
in  matters  pertaining  to  international  yachting,  imputed  bad  faith 
to  the  New  York  Yacht  Club  in  changing  the  deed  of  gift,  and  it 
appears  to  have  reflected  the  sentiment  of  many  prominent  English 
yachtsmen.  The  following  comment  was  made  by  the  Field, 
editorially,  on  the  New  York  Yacht  Club's  contention  that  any  club 
winning  the  cup  should  hold  it  subject  to  the  full  terms  of  the 
deed  : 

"  To  prevent  any  other  club  tinkering  the  conditions  in  a  sim- 
ilar way,  the  club  which  may  win  the  cup  will  have  to  covenant 
that  the  present  unsportsmanlike  conditions  shall  not  be  altered. 
Copies  of  the  conditions  have  been  sent  to  British  and  foreign 
yacht  clubs,  with  a  letter  to  the  secretary  very  similar  to  the  one 
issued  thirty  years  ago.  The  letter,  after  recommending  enthusiasm 
on  the  part  of  the  contestants,  winds  up  with  the  declaration  that 
any  races  for  the  cup  will  be  conducted  on  strictlv  fair  terms  by 
the  New  York  Yacht  Club  ;  but  if  the  club  is  to  be  the  sole  judge 
of  '  fair  terms,'  we  do  not  think  they  will  inspire  enthusiasm." 

Forest  and  Stream,  probably  the  most  conservative  and  fair- 
minded  American  journal  treating  the  subject  of  yachting,  and 
reflecting  the  best  American  sentiment  in  yachting  matters,  called 
the  deed  "  An  Act  to  Prevent  Yacht  Racing,"  and  said  of  it : 

"  The  charges  were  made  against  the  club,  and  we  still  be- 
lieve correctly,  that  in  assuming  the  ownership  of  the  America's 
cup  and  making  new  conditions  to  govern  contests  for  it,  the 
club  acted  illegally  and  unfairly,  having  no  right  to  establish  any 
conditions  of  its  own,  and  having  gone  further  in  establishing  very 
unfair  ones.  .  .  .  The  whole  future  of  international  racing  was, 
and  still  is,  in  our  opinion,  centered  in  the  question  \\hether  the 
America's  cup  as  a  perpetual  challenge  trophy  for  international 
competition  is  the  common  property  of  all  existing  vacht  clubs, 
to  be  raced  for  on  fair  terms,  or  whether  it  is  in  effect  the  pri- 
vate property  of  the  New  York  Yacht  Club,  the  privilege  of  com- 
peting for  it  being  accorded  foreign  clubs  as  a  favor  and  not  as 
a  right." 

This  view  has  found  frequent  and  forcible  repetition  since 
originally  expressed  b_\-  Forest  and  Stream. 

So  strong  was  the  pressure  exerted  on  the  New  York  Yacht 
Club  during  the  first  assaults  on  the  deed  of  gift,  that  after  six 
months  of  deliberation  the  club  placed  itself  on  record  as  modifv- 
ing  the  deed,  by  the  following  resolution,  adopted  in  May,  1888, 
in  response  to  an  inquiry  made  by  William  York,  secretary  of  the 

[131] 


[.s87-,893]      THE  LAWSON  HISTORY 

Royal   London   Yacht  Club,    asking    for  an    interpretation   of  the 
terms  of  the  deed  : 

TVhereas,  the  secretary  of  this  club  has  received  letters 
dated  November  26th,  1887,  from  the  Royal  London  Yacht 
Club,  and  from  the  Yacht  Racing  Association,  representing 
the  principal  yacht  clubs  of  Europe,  and  dated  February 
22d,  1888,  regretting  that  the  terms  of  the  new  deed  of  gift 
of  the  America's  cup,  presented  by  Mr.  George  L.  Schuyler, 
and  dated  October  24th,  1887,  are  such  that  foreign  vessels 
are  unable  to  challenge,  and 

Jtliereas,  in  this  deed  of  gift,  by  which  the  cup  is  now 
held  by  this  club,  any  mutual  agreement  may  be  made  be- 
tween the  challenged  and  the  challenging  party  ;  therefore 
be  it 

Resolved :  That  the  terms  under  which  the  races  between 
the  Genesta  and  Puritan,  Galatea  and  Mayflower,  and  Thistle 
and  Volunteer  were  sailed  are  considered  satisfactory  to  this 
club,  and  a  challenge  under  these  terms  would  be  accepted  ; 
but  with  the  positive  understanding  tliat  if  the  cup  is  won 
by  the  club  challenging,  it  shall  be  held  under,  and  subject 
to  the  full  terms  of  the  new  deed  dated  October  24th,  1887, 
inasmuch  as  this  club  believes  it  to  be  in  the  interest  of  all 
parties,  and  the  terms  of  which  are  distinct,  fair,  and 
sportsmanlike. 

After  this  nothing  of  importance  transpired  in  cup  matters 
until  the  following  spring,  when  a  challenge,  dated  March  19th, 
1889,  was  received  from  Mr.  Richard  Grant,  secretary  of  the 
Roval  Yacht  Squadron,  on  behalf  of  the  Earl  of  Dunraven.  His 
vessel  was  called  Valkyrie  (afterward  known  as  the  "first"  or 
"old"  Valkyrie),  and  was  a  seventy-footer,  her  dimensions,  as 
given  in  the  challenge,  being  :  85  feet  overall,  15.9  feet  beam  ; 
11.6  feet  deep.  She  was  built  by  J.  C.  Fay  &.  Company  of  South- 
ampton, from  designs  by  George  L.  Watson. 

Lord  Dunraven's  challenge  was  accepted  April  11th,  and  a 
special  committee  of  seven  was  appointed  to  arrange  details  for 
the  match,  with  instructions  to  insist  that  the  cup,  if  won  by  the 
challenger,  should  be  held  subject  to  the  terms  of  the  deed  of 
gift.  Lord  Dunraxen  and  the  Ro}al  Yacht  Squadron  were  noti- 
fied of  the  appointment  of  the  committee,  which  consisted  of  James 
D.  Smith,  chairman  ;  Rutherford  Stuyvesant,  J.  R.  Busk,  Wil- 
liam Krebs,  J.  Frederick  Tams,  Philip  Schuyler,  Gouvemeur 
Kortright  ;  Commodore  Elbridge  T.  Gerry,  \'ice  Commodore 
Latham  A.  Fish,  and  Rear  Commodore  Archibald  Rogers  ex  officio. 

Lord  Dunraven  entered  into  active  correspondence  with  the 
committee,   asking  for  five   races,   and  other  concessions.      The 

[  132  ] 


of  THE  AMERICA'S  CVP      [.887.893] 

Royal  Yacht  Squadron  would  have  nothing  to  do  with  the  deed 
of  gift,  however,  and  on  June  27th,  1889,  a  special  committee 
of  the  squadron,  consisting  of  Messes  Charles  Baring,  John  Mul- 
holland,  and  Allen  Young,  announced  by  letter  with  much  regret 
that, 

"  We  are  unable  to  confirm  the  challenge  with  the  condition 
attached  that  if  the  cup  is  won  by  the  club  challenging,  it  shall  be 
held  under  and  subject  to  the  full  terms  of  the  new  deed,  the 
acceptance  of  which  we  consider  would  preclude  the  renewal  of 
that  friendly  competition  which  it  is  so  desirable  to  encourage  and 
maintain,  and  for  which  the  cup  appears  to  have  been  originally 
conveyed  to  the  New  York  Yacht  Club. 

"We  would  not  undertake  the  responsibility  of  entering  into 
such  a  covenant,  which  would  make  the  terms  of  the  new  deed  of 
gift  binding  on  any  future  challenger. 

"  We  w^ould  further  point  out  that  the  effect  of  accepting  the 
conditions  of  the  New  York  Yacht  Club  would  be  to  compel  the 
Royal  Yacht  Squadron  to  insist  upon  receiving,  should  it  be 
successful  in  winning  the  cup,  more  favorable  terms  from  a 
challenger  than  those  under  which  it  challenged." 

In  reply  to  the  Roj^al  Yacht  Squadron's  letter,  which  left  a 
sting,  the  club  through  Chairman  Smith  of  the  cup  committee,  on 
July  16th,  1889,  expressed  regret  that  the  Royal  Yacht  Squadron 
could  not  confirm  Lord  Dunraven's  challenge,  and  called  attention 
to  the  "  mutual  consent  "  clause,  as  follows  : 

"  To  correct  the  misapprehension  whicli  appears  to  exist  in 
the  minds  of  3'our  committee,  and  to  prevent,  if  possible,  the 
recurrence  of  the  same,  the  committee,  of  which  I  am  chairman, 
feel  called  upon  to  refer  to  the  last  paragraph  of  your  communica- 
tion, and  to  point  out  to  you  that  the  new  deed  of  gift,  to  the  terms 
of  which  you  object,  expressly  provides  that  'the  club  challeng- 
ing for  the  cup,  and  the  club  holding  the  same,  may,  by  mutual 
consent,  make  any  agreement,  satisfactory  to  both,  and  also  any 
and  all  other  conditions  of  the  match,'  etc.,  etc.,  so  that  in  the 
event  of  the  Royal  Yacht  Squadron  being  successful  in  winning 
the  cup,  it  would  not  be  compelled  to  insist  upon  receiving  more 
favorable  terms  from  the  challenger  than  those  under  which  it 
challenged." 

The  club  added  that  "  if  opportunity  were  given  "  other  objec- 
tions in  the  deed  "  would  be  found  susceptible  of  easy  explanation," 
thus  gently  intimating  that  the  Royal  Yacht  Squadron  had 
failed  to  interpret  properlj-  the  language  of  the  deed  of  gift.  Here 
the  episode  ended,  for  the  time  being. 

Lord  Dunraven  reverted  to  the  subject  the  next  year,  in  a 
letter  to  Mr.  J.  R.  Busk  of  the  New  York  Yacht  Club,  setting 
forth  his  objections  to  the  deed,  which  were  as  follows  : 

[133] 


[.887-,893]      THE  LAWSON  HISTORY 

CowEs  Roads,  April  26,  1890. 

Dear  Sir,  —  I  should  have  thought  the  causes  of  our  dis- 
like to  the  new  deed  of  gift  were  clearly  indicated  in  the 
correspondence  of  last  year,  but  in  view  of  your  letter  of  the 
3d  inst.,  it  might  seem  discourteous  if  I  did  not  mention  my 
personal  objections  to  it. 

I  object  to  the  deed  of  October  24,  1887,  mainly  in  so 
far  as  it  differs  from  the  deed  of  January  4,  1882,  under 
which  the  last  three  matches  were  sailed,  and  I  consider  it 
altogether  too  complicated  a  document  to  govern  a  matter  of 
sport  such  as  yacht  racing. 

I  object  to  the  substitution  of  ten  for  six  months  notice  ; 
six  months  is,  I  think,  sufficient,  and  ten  would  lead  to  much 
inconvenience. 

I  object  to  the  stipulation  that  the  challenging  vessel  must 
furnish  the  following  dimensions,  which  must  not  be  ex- 
ceeded ;  namely,  length  on  the  l.w.l.,  beam  at  l.w.l.,  ex- 
treme beam  and  draught  of  water,  on  the  ground  that  too 
much  advantage  is  given  to  the  party  challenged,  and  also 
because  it  might  be  impossible  to  find  a  vessel's  proper 
trim  without  exceeding  the  calculated  dimensions. 

I  object  to  the  condition  that  there  shall  be  no  time  allow- 
ance, because  I  think  it  calculated  to  put  an  end  to  interna- 
tional racing  so  far  as  this  country  is  concerned. 

Holding  these  views  I  could  not  challenge  under  the 
conditions  that  the  cup,  if  won,  must  be  held  under  the  terms 
of  a  document  which  I  do  not  think  fair,  or  likely  to  create 
friendly  competition. 

The  New  York  Y.  C.  appear  to  hold  that  by  mutual  con- 
sent all  the  conditions  laid  down  in  the  new  deed  may  be 
waived.  Even  so  I  should  refuse  to  challenge,  because  the 
mere  fact  of  anybody  or  any  club  undertaking  to  hold  a  cup 
according  to  the  terms  of  a  certain  deed,  must  of  necessity 
commit  them  to  the  opinion  that  all  the  terms  of  that  deed 
are  sufficiently  reasonable  and  fair. 

Moreover,  I  must  remark  that  the  interpretation  of  the 
"  mutual  consent  "  clause  is  a  matter  that  legal  experts  only 
can  decide.  It  mentions  that  the  dates,  courses,  number  of 
trials,  rules,  and  sailing  regulations,  and  any  other  conditions 
of  the  match,  may  be  arranged  by  mutual  consent.  This 
obviously  refers  to  the  arrangements  and  details  of  any  par- 
ticular match. 

The  clause  proceeds  to  say  that  under  certain  circum- 
stances the  ten  months'  notice  may  be  dispensed  with,  but  no 
allusion  is  made  to  the  stipulation  as  to  the  dimensions  to  be 
furnished  by  the  challenging  yacht.      As  the  fact  that  the  ten 

[  134  J 


I 


of  THE  AMERICA'S  CVP       [.887.^93] 

months'  notice  can  be  dispensed  with  is  particularly  mentioned, 
the  inference  is  clear  that  the  conditions  as  to  dimensions 
cannot  be  dispensed  with. 

Even  if  the  mutual  consent  clause  can  be  made  to  bear  a 
larger  interpretation  than  that  which  I  have  attached  to  it,  and 
is  intended  to  override  all  the  terms  and  conditions  contained 
in  the  new  deed  of  gift,  a  club  challenging  would  find  itself  in 
this  position  :  It  would  be  liable  to  have  to  accept  a  challenge 
under  circumstances  which  it  considered  more  unfavorable  to 
the  challenger  than  those  under  which  it  challenged.  It 
would  have  to  solemnly  declare  for  itself,  and  on  the  part  of 
all  other  clubs,  that  the  cup,  if  won,  should  be  held  under, 
and  subject  to  the  full  terms  of  the  deed  of  gift  of  October  24, 
1887  ;  and  at  the  same  time,  it  would  be  obliged  to  make  an 
equally  solemn  declaration  that  it  considered  those  terms  un- 
fair, and  that  it  would  never  adhere  to  them.  Such  a  position 
would  not,  I  think,  commend  itself  to  yacht  clubs  over  here. 

Briefly,  such  are  my  principal  grounds  of  objection  to  the 
new  deed.  I  do  not  wish  it  to  be  inferred  that,  in  my 
opinion,  the  terms  of  the  old  deed,  that  of  January  4,  1882, 
are  in  every  respect  satisfactory,  but  I  will  not  trouble  you 
with  my  personal  ideas  as  to  the  best  possible  conditions  for 
arranging  and  conducting  international  racing. 

I  am,  of  course,  not  addressing  you  on  this  subject  in 
your  capacity  of  chairman  of  the  committee,  as  I  have  per- 
sonally no  concern  with  the  matters  lately  in  dispute  between 
the  New  York  Yacht  Club  and  the  Royal  Yacht  Squadron,  but 
you  are  quite  at  liberty  to  make  any  use  of  this  letter  you 
think  fit.  I  remain,  dear  sir,  yours  truly, 

J.  R.  Busk,  Esq.  Dunraven. 

As  there  appeared  to  be  no  ground  on  which  Lord  Dunraven 
could  be  met  at  that  time,  the  subject  was  dropped.  No  further 
correspondence  was  received  by  the  New  York  Yacht  Club  looking 
to  a  challenge  for  the  cup  until  September,  1892  ;  when  Lord 
Dunraven,  whose  possibilities  as  a  challenger  had  not  been  lost 
sight  of,  was  again  heard  from. 

Correspondence  was  once  more  entered  into  with  him,  which 
resulted  in  a  second  formal  challenge,  bearing  date  of  November 
25th,  1892.      It  was  as  follows  : 

R.  Y.  S.  Castle,  Cowes,  25th  November,  1892. 
J.  V.  S.  Oddie,  Secretary  JK'ew  York  Yacht  Club. 

Dear  Sir, —  I  am  requested  by  Lord  Dunraven  to  forward 
to  you  a  formal  challenge  for  the  cup  on  the  following  condi- 
tions, which  I  understand  have  been  agreed  upon  between 

[135] 


[.8«7-.s93]      THE  LAWSON  HISTORY 

Lord  Dunraven  and  a  committee  appointed  by  the  New  York 
Yacht  Ckib,  to  conduct  negotiations  and  arrange  all  the 
details,  viz.  : 

Conditions  agreed  upon  between  Lord  Dunraven  and  a 
committee  of  the  New  York  Yacht  Club,  and  contained  in 
Lord  Dunraven' s  letters  of  September  16th  to  Mr.  Oddie 
and  of  November  7th  to  General  Paine  : 

First :  Length  of  load  w  ater-line  of  the  challenging  ves- 
sel to  be  the  only  dimension  required,  this  is  to  be  sent  with 
the  challenge,  and  the  Custom  House  register  to  follow  as 
soon  as  possible. 

Second  :  Any  excess  over  estimated  length  of  load  water- 
line  in  challenging  vessel  to  count  double  in  calculating  time 
allowance,  but  the  challenging  vessel  not  to  exceed,  in  any 
case,  such  estimated  length  by  more  than  two  per  centum  ; 
the  yacht  that  sails  against  the  challenging  vessel  not  to 
exceed  the  estimated  length  of  the  load  water-line  of  the 
challenging  vessel  more  than  two  per  centum,  and  any  excess 
of  length  beyond  the  estimated  length  of  challenging  vessel, 
in  load  water-line,  to  count  double  in  calculating  time  allow- 
ance, provided  that  no  yacht  of  specific  rig  existing,  or  under 
coi>6truction  October  20,  1892,  and  available  for  use  by  the 
New  York  Yacht  Club  in  defending  the  cup,  be  barred  or 
penalized  beyond  taking  or  giving  ordinary  time  allowance, 
according  to  the  New  York  Yacht  Club  rules. 

Third  :  It  is  to  be  understood  and  agreed  that,  should 
the  cup  come  into  the  custody  of  the  British  Yacht  Club,  it 
shall  be  held  subject  to  challenge  under  preciselv  similar 
terms  as  those  contained  in  this  challenge,  provided  always 
that  such  club  shall  not  refuse  any  challenge  according  to  the 
conditions  laid  down  in  the  deed  of  1887. 

I,  therefore,  in  behalf  of  the  Royal  Yacht  Squadron,  and 
in  the  name  of  Lord  Dunraven,  a  member  of  the  squadron, 
challenge  to  sail  a  series  of  matches  with  the  yacht  "N'alkyrie 
against  any  one  yacht  or  vessel  constructed  in  the  United 
States  for  the  cup,  and  would  suggest  that  the  match  be 
sailed  in  August  or  September,  1893.  Lord  Dunraven  would 
be  glad  if  the  precise  dates  can  be  left  open  for  the  time,  but 
if  your  committee  so  desire,  he  will  name  the  exact  date  on 
hearing  from  them.  The  following  are  the  particulars  of  the 
challenging  vessel  : 

Owner,  Lord  Dunraven  ;  name,  Valkyrie  ;  length,  load 
water-line,  85  feet. 

Custom  House  measurement  will  follow  as  soon  as  the 
vessel  can  be  measured  for  registration. 

Richard  Grant. 
[136] 


I   ' 


*^' 


fe%^*;3 


1^02.. 


I 


of  THE  AMERICA'S  CVP 


[1887-1893] 


As  the  results  of  the  correspondence  which  preceded  this 
challenge  are  embodied  in  the  challenge  itself,  the  letters  need 
not  be  given  here.  The  New  York  Yacht  Club  accepted  the 
challenge  on  December  13th,  voting  that  the  match  should  begin 
ten  months  from  December  5th,  the  day  the  challenge  was  received, 
"the  date  of  the  match  to  be  subject  to  alteration  for  mutual 
convenience  and  by  mutual  consent."  It  was  arranged  that  there 
should  be  five  races,  if  necessary. 

American  yacht  designing  never  had  a  greater  revival  than 
that  which  followed  the  acceptance  of  the  second  Dunraven  chal- 
lenge. Great  progress  had  been  made  since  the  days  of  \^olun- 
teer,  which  was  already  far  outclassed  in  theory,  if  not  in  actual 
boats.  A  new  type  had  come  in,  of  which  the  keel  fortysix-footer 
Gloriana,  built  in  1891,  and  owned  by  E.  D.  Morgan,  was  the  shin- 
ing exponent  in  this  country;  a  type  of  "rating  cheaters,"  nar- 
rower and  deeper  than  our  old-time  sloops,  with  overall  length  in 
great  disparity  to  their  load  water-line,  a  condition  much  to  be 
desired  under  the  system  of  measurement  whose  basis  is  load 
water-line  and  sail  area  only.  Any  kind  of  boat  can  be  built  under 
this  system,  and  the  longer  body  obtained  on  a  short  water-line 
the  better.  Gloriana  was  45  feet  3  inches  on  the  water-line,  and 
70  feet  overall.  In  her  first  season  she  took  eight  first  prizes  out 
of  eight  starts.  Her  distinctive  features  were  her  small  area  of 
midship  section  in  ratio  to  breadth  and  draft,  and  her  large  area  of 
water-line  plane. 

While  Gloriana  was  a  distinctive  boat,  she  was  a  direct  prod- 
uct of  the  lessons  taught  American  yachtsmen  by  two  English 
racers,  which  had  things  almost  as  much  their  own  way  in  our 
waters  as  did  Madge.  These  were  the  cutter  Clara,  designed 
and  buih  by  William  Fife,  Jr.,  of  Fairlie,  and  Minerva,  from 
the  same  designer's  board.  Clara  was  imported  in  1885,  with 
John  Barr  as  her  skipper,  and  became  the  leader  of  our  fifty  three-foot 
class.  Minerva  came  over  in  1889,  in  command  of  Capt.  Charles 
Barr,  afterward  our  foremost  racing  skipper,  and  led  our  forty- 
footers  in  that  season.  It  was  due  chiefly  to  her  work  here  that 
the  need  of  a  new  type  was  seen  by  American  designers,  and  from 
her  sprang  Gloriana,  as  distinctive  among  American  boats  as 
the  America  or  Puritan,  and  the  first  of  the  modem  racing 
machines  which  reached  their  height  of  development,  along  their 
original  lines,  in  Columbia. 

When  the  question  of  building  a  cup  defender  came  forward 
yachtsmen  naturally  looked  for  a  designer  worthy  of  the  highest 
accomplishment  of  which  the  country  was  capable.  The  star  of 
Burgess*  had  set,  but  in  its  place  had  risen  that  of  Nathaniel  G. 

*  Edward  Burgess  was  a  son  of    Benjamin    F.      in  Sandwich,  Cape  Cod,  Massachusetts,  June  30th, 
Burgess,  a  sugar  importer  of  Boston.      He  was  born      1S48,  and  on  his  graduation  from  Harvard   College, 

[137] 


[.887-,893]      THE  LAWSON  HISTORY 


Herreshoff*,  of  Bristol,  R.  I.,  designer  of  the  forty  six-footers  Glori- 
ana  and  Wasp,  t  and  other  racers  with  good  records.  To  Herre- 
shoft',  therefore,  the  New  York  yachtsmen  went  with  orders  for 
two  cup-defence  vessels,  and  he  produced  Vigilant,  centre-board, 
and  Colonia,  a  keel  boat,  although  building  at  that  time  Navahoe, 
his  first  large  yacht.  !|; 

Boston,   though  its  great  designer  was  gone,  entered  the  field 
valiantly,  and  produced  two  boats  of  radical  style.  Jubilee  and  Pii- 


in  1871,  took  up  the  profession  of  a  naturalist. 
For  a  year  after  his  graduation  he  was  an  instructor 
in  entomology  at  the  Bussey  Institute,  connected 
with  Harvard  College.  He  resigned  this  position  to 
become  secretary  of  the  Boston  Society  of  Natural 
History,  which  position  he  held  for  fifteen  years.  In 
1877  he  married,  Mrs.  Burgess  being  a  member  of 
the  Sullivant  family  of  Virginia  and  Ohio.  Two 
children  were  born  to  them.  While  devoting  him- 
self assiduously  to  the  pursuits  of  a  naturalist,  and 
establishing  himself  as  an  authority  in  entomology, 
Edward  Burgess  nevertheless  possessed  a  strong  love 
for  the  sea,  the  result  of  early  associations,  which  he 
indulged  freely,  dividing  his  time  between  his  work 
as  a  naturalist  and  the  pleasures  of  a  yachtsman  on 
the  Massachusetts  coast. 

The  summer  of  1883  Mr.  Burgess  spent  in 
England  with  his  family,  having  a  house  at  the  Isle 
of  Wight.  His  love  of  yachting  had  led  him  into 
the  study  of  yacht  designing  as  an  amateur,  and  his 
residence  in  England  presented  an  opportunity  for 
close  observation  of  the  type  of  cutter  yacht  then 
used  in  and  near  The  Solent,  in  which  he  became 
deeply  interested.  This  season  had  an  important 
influence  on  Mr.  Burgess'  life.  On  his  return  to 
the  United  States  he  found  himself  obliged  to 
engage  in  business,  his  father  having  met  financial 
reverses,  and  in  1884,  with  his  brother  Sidney, 
he  established  himself  in  Boston  as  a  designer  of 
yachts.  The  eflFect  of  his  study  of  English  vessels 
showed  strongly  in  his  work,  several  of  his  earliest 
designs  being  of  the  cutter  type,  and  proving  highly 
successful.  With  his  advent  as  a  designer,  Massa- 
chusetts yachting  entered  a  new  era.  Mr.  Bur- 
gess was  a  practical  racing  man  as  well  as  a  clever 
designer,  and  his  vessels  met  with  uniform  success, 
while  the  Eastern  Yacht  Club,  of  which  he  was  an 
active  member,  and  secretary,  enjoyed  through  his 
achievements  a  golden  period  of  success  and  popu- 
larity. At  the  conclusion  of  the  America's  cup 
races  of  1887,  Mr.  Burgess  having  designed  three 
successful  cup  defenders  which  were  enrolled  in  this 
club,  a  subscription  fund  of  ^11,500  was  presented 
him  by  members  of  the  club  and  other  New  Eng- 
land yachtsmen.  Another  fund  of  $10,172  was 
presented  him  at  this  time  by  members  of  the  New 
York  Yacht  Club,  for  which  his  vessels  had 
defended  the  cup.  He  was  also  presented  with  vari- 
ous loving  cups  and  other  marks  of  appreciation  by 
yachtsmen.  In  1889  Harvard  College  conferred 
on  him  the  unique  honor  of  the  A.  M.  degree  for 
excellence  in  ship  designing. 

Success  brought  not  only  honors  and  emolu- 
ments to  Mr.  Burgess,  but  an  inevitable  increase  of 
labor,  to  which  his  strength,  unhappily,  was  not 
equal.      As   a    result   of  overwork    his   system    fell 


[138] 


easily  under  the  influence  of  an  attack  of  typhoid, 
from  which  he  died,  at  his  home  in  Boston,  July 
12th,  1891,  at  the  age  of  42.  After  his  death  a 
popular  fund  of  $30,000  was  raised  in  Boston  and 
presented  to  his  family. 

Mr.  Burgess,  in  seven  years  of  active  work  as  a 
designer,  produced  the  lines  of  137  vessels,  of 
which  there  were  38  cutters,  35  steam  yachts,  29 
catboats,  17  sloops,  11  fishing-vessels,  3  pilot-boats, 
3  working-vessels,  and  i  yawl.  His  profession 
as  a  designer  is  followed  by  W.  Starling  Burgess,  a 
son.  His  designing  business  was  continued  by  Stew- 
art &  Binney,  and  is  now  carried  on  by  Arthur  Bin- 
ney,  in   Boston. 

*  Nathaniel  Greene  Herreshoflf  is  a  descendant 
of  Frederick  Herreshoff,  a  Prussian  engineer  who 
settled  in  Rhode  Island  in  1790,  marrying  Sarah 
Brown,  daughter  of  John  Brown,  the  leading  ship- 
builder in  that  state.  Among  their  children  was 
Frederick,  born  in  1808,  and  to  him  were  born 
nine  children,  of  whom  Nathaniel  was  the  fift:h, 
born  in  1848,  near  Bristol.  Given  a  technical  edu- 
cation at  the  Massachusetts  Institute  of  Technology, 
in  Boston,  Nathaniel  G.  Herreshoff  began  his  ca- 
reer as  a  mechanical  engineer  at  the  Corliss  Engine 
Works  in  Providence.  From  youth  he  had  a 
fondness  for  the  water,  and  he  left  the  engine  works 
at  Providence  to  join  his  brother,  John  B.,  in  the 
business  of  building  launches  and  small  steamers  at 
Bristol.  This  led  to  the  formation  of  the  Herre- 
shoff Manufacturing  Company.  Though  blind 
from  youth,  John  B.  Herreshoff  was  an  inventor  of 
engines  and  boilers  of  great  merit,  and  on  these  the 
foundation  of  the  firm's  development  was  laid. 
Their  first  success  with  yachts  was  in  the  early  7o*s, 
when  they  brought  out  a  number  of  small  cats, 
catamarans  and  sloops,  among  which  was  the  sloop 
Shadow,  built  in  1872,  which  was  long  a  champion 
in  her  class,  and  was  the  only  American  boat  to 
defeat  the  Scotch  cutter  Madge  in  her  first  season  in 
American  waters,  1881.  The  subsequent  develop- 
ment of  the  Herreshoff  Manufacturing  Company 
as  yacht-builders  may  easily  be  traced  through  the 
history  of  the  America's  cup. 

f  Wasp,  launched  in  February,  1892,  was  as 
great  an  improvement  over  Gloriana  as  the  latter 
was  over  her  class  in  1891.  Wasp's  dimensions 
were  :  Length  overall  72  feet ;  length  on  water-line 
46.6  feet  J  beam  13  feet;  draft  10.8  feet.  She 
was  of  composite  build,   as   was  also  Gloriana. 

J  Navahoe  was  built  as  a  cutter  for  Royal 
Phelps  Carroll,  Esqr.,  who  raced  her  in  England  in 
1893,  winning  back  the  Brenton  Reef  cup.  Her 
dimensions  were:  Length  overall  123  feet;  load 
water-line  84  feet  ;  beam  23  feet  ;  draft  12.60  feet. 
She  was  converted  to  a  ynwl  in  1 901. 


1902. 


o/THE  AMERICA'S  CVP 


[1887-1893] 


grim.  Both  were  fin  keels,  a  type  that  had  been  tried  in  smaller 
boats,  but  was  as  yet  an  unknown  quantity  in  so  large  a  craft  as  a 
ninety-footer. 

Vigilant  was  built  for  a  syndicate  consisting  of  C.  Oliver  Ise- 
lin.  Commodore  E.  D.  Morgan,  August  Belmont,  Oliver  Belmont, 
Cornelius  Vanderbilt,  Charles  R.  Flint,  Chester  W.  Chapin, 
George  C.  Clark,  the  estate  of  Henry  Astor  Carey,  Dr.  Barton 
Hopkins,  and  E.  M.  Fulton,  Jr.  She  was  a  distinct  innova- 
tion in  various  ways,  and  was  so  different  from  the  fuller-bodied 
Burgess  yachts  that  she  may  best  be  described  as  the  first  cup- 
defence  boat  in  which  the  hull  was  one  distinct  member  and  the 
keel,  or  fin,  another,  although  this  part  of  her  was  by  no  means 
so  far  developed  as  in  boats  that  came  later,  where  it  amounted  to 
a  fixed  centre-board,  on  a  shoal  hull,  with  a  high  centre  of  buoy- 
ancy and  low  centre  of  gravity. 

Vigilant' s  model  embraced  the  long  overhanging  bow  of  Glori- 
ana,  which  a  few  years  later  was  to  become  the  "spoon"  bow 
in  its  fullest  development.  Her  under-water  body  was  of  Tobin 
bronze,  a  metal  new  in  yacht-building,  w  hich  from  its  smoothness, 
strength,  and  tendency  not  to  foul,  was  an  ideal  metal  for  the  pur- 
pose. Her  top  strakes  were  of  steel.  She  had  a  bronze  centre- 
board, sixteen  feet  long  and  ten  feet  deep,  plated,  with  ribs  between 
filled  with  cement  to  the  weight  of  7750  pounds,  and  operated 
from  below  decks  by  differential  lifts  capable  of  raising  six  tons. 
Her  rudder  was  of  bronze,  and  solid.  Her  principal  dimensions 
were  :  Length  overall  124  feet  ;  load  water-line  86.19  feet ;  beam 
26.25  feet ;  draft  13.50  feet.  She  was  built  at  the  Herreshoff  works, 
in  Bristol,  was  launched  June  14th,  1893,  and  was  commanded  by 
Capt.  William  Hansen,  though  sailed  in  her  races  by  Nathaniel 
G.  Herreshoff. 

Colonia  was  owned  by  a  syndicate  composed  of  Archibald  Rogers, 
Frederick  W.  Vanderbilt,  William  K.  Vanderbilt,  F.  Augustus 
Schermerhorn,  J.  Pierpont  Morgan,  and  John  E.  Brooks.  She  was 
built  of  steel,  and  was  a  racing  machine,  pure  and  simple,  as  were 
all  four  boats  constructed  that  year  with  an  eye  to  cup  defence. 
Her  dimensions  were  :  Length  overall  124  feet  ;  on  the  water-line 
85  feet ;  beam  24  feet  ;  draft  14  feet.  In  type  she  was  an  enlarged 
Wasp.  She  was  the  first  strictly  keel  boat  built  for  cup  defence. 
She  was  commanded  by  Capt.  "  Hank  "  Haff,  formerly  of  Volunteer. 

Jubilee  was  owned  by  Gen.  Charles  J.  Paine,  and  was  built 
of  steel,  from  designs  by  Gen.  Paine  and  his  son,  John  B.  Paine, 
by  George  Lawley  &  Son,  of  South  Boston.  She  was  a  "ballast- 
fin  "  boat.  Through  her  fin,  which  was  weighted  with  about  forty 
tons  of  lead  bolted  along  both  sides  at  the  bottom,  a  centre-board 
worked,  while  forward  she  had  a  small  board  for  use  when  on  the 
wind.      Her  dimensions  were  :      Length  overall   123  feet ;  water- 

[139]' 


[,887-:893]       THE  LAWSON  HISTORY 

line  84.47  feet;  beam  22.50  feet;  draft  13.75  feet.  She  was 
commanded  by  Capt.  John  Barr,  the  Scotch  skipper  who  sailed 
Clara  and  the  challenger  Thistle,  and  was  managed  in  her  races 
by  Gen.   Paine. 

Pilgrim  was  also  a  steel  boat,  and  was  owned  by  a  Boston  sjti- 
dicate  with  a  considerable  number  of  subscribers,  of  which  the 
chief  members  were  Bayard  Thayer,  William  Amory  Gardner 
and  Gen.  Chas.  H.  Taylor.  She  Mas  from  the  designing  board 
of  Stewart  &  Binney,  successors  of  Edward  Burgess,  and  was 
managed  by  George  Stewart  of  that  firm.  Charles  Francis  Adams 
2d,  of  Boston,  an  able  Corinthian  sailor,  had  charge  of  her  in 
her  races.  Her  sailing-master  was  Capt.  Edward  Sherlock. 
Her  lines  were  those  of  a  graceful  canoe,  with  a  deep  steel 
fin  added.  She  was  in  every  way  a  low-power  boat,  being 
designed  to  carry  a  small  sail  plan  and  little  ballast.  She  was 
built  liy  the  Pusey  &  Jones  Shipl)uilding  Company,  at  Wilming- 
ton, and  her  fin  was  bolted  to  the  hull  at  Erie  Basin,  Brooklyn. 
At  the  bottom  was  a  cigar-shaped  bulb,  in  which  was  run  ten  tons 
of  lead.  This  was  subsequently  increased  to  sixteen  tons.  Her 
dimensions  were  :  124  feet  overall  ;  85.28  water-line  ;  23  feet 
beam  ;  22.50  feet  draft.     Her  sail  area  was   10,261   feet. 

The  four  candidates  for  the  honor  of  defending  the  cup  met 
for  the  first  time  on  the  New  York  Yacht  Club  cruise.  Litde 
definite  was  learned  here  of  their  relative  speed,  owing  to  a  suc- 
cession of  light,  baffling  winds,  with  fog,  while  on  the  first  da}'  of 
the  cruise.  Vigilant,  ^vhen  pitted  against  Colonia  in  a  good  breeze 
off  Glen  Cove,  in  Long  Island  Sound,  was  disabled  by  carrying 
away  her  Iwwsprit  and  topmast,  which  accident  put  her  out  of  the 
racing  until  repairs  could  be  effected,  taking  several  days. 

Widespread  interest  was  felt  in  the  trial  races  to  determine 
which  of  the  four  vessels  should  be  selected  to  defend  the  cup.  A 
quarter  of  a  million  dollars  would  not  cover  the  outlay  for  these 
four  boats.  New  types  were  being  tested,  and  designers  were 
departing  from  the  traditions  of  the  past. 

When  the  day  arrived  for  the  first  trial  race,  September  7th, 
all  eyes,  therefore,  were  turned  toward  Sandy  Hook.  There  was 
a  brisk  w  ind  and  a  smart  sea  that  morning,  promising  a  test  of 
strength  as  well  as  of  speed.  The  course  was  laid  S.  by  E.,  fif- 
teen miles  to  windward  for  the  first  half,  and  to  leeward  returning. 
Unfortunately  neither  of  the  Boston  boats  was  able  to  race,  both 
being  obliged  to  withdraw  by  accidents.  Pilgrim  carried  away  the 
jaws  of  her  gaff —  a  hollow  iron  contrivance  much  too  light  to  stand 
the  strain  put  on  it  —  and  was  obliged  to  a\  ithdraw  before  the 
start.  Jubilee  was  put  out  of  the  race  by  the  breaking  of  a  peak- 
halyard  block.  Her  blocks  were  of  aluminum,  and  were  far  too 
light. 

[140] 


of  THE  AMERICA'S  CVP 


[1887-1893] 


With  the  race  between  Colonia  and  Vigilant,  the  test  was  of 
vessels  of  different  lines  from  the  hands  of  the  same  designer. 
From  the  start  the  two  boats  seemed  to  foot  ecjually  well,  though  it 
was  apparent  Vigilant  held  up  to  the  \\ind  better  than  her  keel 
opponent.  To  the  outward  mark  Vigilant  beat  Colonia  by  1  m. 
36  s.  On  the  run  home  Colonia  gained  1  m.  22  s.,  being  beaten 
14  s.  actual  time,  but  as  she  received  an  allowance  of  20  s.,  she 
won  by  6  s.  corrected  time.  A  remeasurement  of  Vigilant  having 
been  made,  it  was  found  she  allowed  Colonia  but  14  s.  This 
made  the  race  a  dead  heat. 

The  summary  : 

Elapsed  Corrected 

Start  Outer  Mark  Finia^i  Time  Time 

H.    M.    S.  II.    M.    S.  H.    M.    S.  H.    M,    S.  H.    M.    S. 

Vigilant ii-4S-3^7  »-03-35  3.19.08  3-33-4I  3-33-4' 

Colonia 11.46.46  2.06.30  3.20.41  3-33-55  3-33-35 

The  second  trial  was  sailed  September  9th,  m  a  moderate  sail- 
ing breeze  from  E.  S.  E.  The  course  was  a  triangle,  ten  miles 
to  a  leg,  the  first  leg  to  windward.  The  Boston  boats  had 
made  repairs,  and  were  at  the  line  to  start,  Pilgrim  with  substantial 
jaws  of  wood  on  her  gaff.  The  day  was  warm  and  delightful, 
and  many  excursion  steamers  were  out  with  parties  enthusiastic 
over  the  races.  The  wind  held  light  all  day,  and  the  sea  was 
smooth.  The  race  was  therefore  a  test  of  light-weather  qualities 
only.  The  fin-keel  boats  developed  less  speed  under  such  condi- 
tions than  had  been  predicted  for  them  by  their  advocates.  Co- 
lonia on  this  occasion  displayed  a  trait  which  was  to  disqualify 
her  as  a  successful  single-sticker.  She  sagged  off  to  leeward 
badly,  showing  that  her  design  was  faulty  for  windward  work. 
This  defect  was  not  unlike  that  of  Thistle,  though  more  pro- 
nounced, and  was  caused  by  too  little  depth,  and  consequently  too 
small  an  area  of  lateral  plane.  Vigilant,  on  the  other  hand, 
showed  herself  able  to  hold  up  as  well  in  light  as  in  strong  winds, 
and  developed  the  greatest  speed  of  the  four,  though  slow  in  stays, 
owing  to  the  flatness  of  her  keel,  and  its  sharp  forward  end.""  The 
time  of  the  races  was  not  fast,  as  the  following  summary  shows  : 

Elapsed  Coirected 

Start  1st  Mark  2d  Mark           Finish  Time  Time 

h.  m.  s.  h.  m.  s.  h.  m.  s.  h.  m.  s.  h.  m.  s,  h.  m.  s. 

Vigilant 11.32.00  1.08.28  2.13.23  3.36.31  4-04'3>  4'04-3' 

(11.32.13t) 

Jubilee 11. 31. 51  i   10.25  2.15.48  ^A'-'i'  4.09.40  4.09.03 

Pilgrim 11.30.39  1  09.09  2.19.28  344-55  4. 14. 16  4.1240 

Colonia 11.30.54  1.10.50  2.20.33  3-4^03  4.17  09  4.16.55 

I  Actual  start. 

*  An  attempt   was  made  in    1895    to   overcome  and  in  1901  was  raced  by  her  owner,  Percy  Chubb, 

Vigilant's  sluggishness  in  stays  by  rounding  the  for-  Esqr. ,  of  New  York,  off  Newport  in  a  yawl  class, 

ward   end  of  her  keel,  and   putting  twenty  tons  of  against  Navahoe  and   Ailsa,   the  latter  designed  by 

ballast  outside  that  previously  had  been   inside.      It  W.  Fife,  Jr.,  in    1895   as  a  cutter,  (length  overall 

was  only  partly  successful.       Her  sail-plan  was  also  107  feet,)  and  imported  to  race  here  as  a  yawl, 
altered.      She  was   subsequently   rigged   as   a  yawl, 

[141] 


[.887-893]      THE  LAWSON  HISTORY 

Vigilant's   actual   starting   time  being    11.32.13,    she    lost  the 
13  s.  after  11.32,  the  time  of  the  handicap  gun. 

Vigilant's  racing  length  was  96.48  feet,  Colonia's  96.26,  Jubi- 
lee's 95.48,  and  Pilgrim's  94.45.  Vigilant  therefore  allowed 
Colonia  14  s..  Jubilee  37  s.,  and  Pilgrim  1  m.  36  s.  She  beat 
Colonia  12  m.  24  s.,  Jubilee  4  m.  38  s.,  and  Pilgrim  8  m.  9  s., 
on  corrected  time. 

These  figures  are  worthy  of  analj^sis,  as  the\'  are  the  record  of 
the  only  race  in  which  these  four  boats  sailed  under  even  condi- 
tions. Had  it  not  been  for  bad  luck  in  a  bout  of  jockeying  in 
passing  the  first  mark,  it  is  probable  Jubilee  would  have  made  a 
better  showing,  as  she  led  to  near  the  mark,  and  lost  nearly  three 
minutes  in  turning. 

The  third  and  last  trial  race  was  sailed  September  11th.  The 
course  was  fifteen  miles  to  windward  from  Scotland  light-vessel, 
the  wind  strong  from  the  east,  with  a  lively  sea  on.  The  start 
was  at  11.40,  handicap  at  11.42.  Misfortune  followed  Jubilee. 
About  two  minutes  before  the  start  her  gaff  jumped  clear  of  the 
mast,  and  sprung  to  one  side,  the  port  jaw  being  broken.  Any 
sailor  knows  what  an  exasperating  species  of  mishap  this  is. 
Gen.  Paine  was  determined  to  sail  the  boat  if  he  could  keep  her 
canvas  aloft,  and  while  still  making  repairs  crossed  the  line, 
7  m.  and  6  s.  behind  the  handicap  gun,  and  about  9  m.  behind 
Vigilant  and  Colonia,  which  were  threshing  to  windward  by  them- 
selves. Pilgrim  had  showed  freakishness  in  steering,  and  at  the 
starting  line  was  over  toward  the  New  Jersey  shore.  She  was 
brought  to  the  line  6  m.  6  s.  behind  the  handicap  gun,  and  but 
one  minute  ahead  of  Jubilee. 

Jubilee  sailed  the  entire  race  with  the  luff  of  her  sail  puckered, 
and  her  gaff  sticking  out  past  the  mast  like  a  Ijone  from  a  broken 
wing.  On  the  beat  to  the  outer  mark  her  jib-halyards  gave  way, 
and  the  sail  came  down  on  the  run.  This  had  not  been  long 
repaired  when  the  forestaysail  block  gave  out,  though  the  sail  did 
not  come  down.  In  spite  of  these  accidents  the  boat  made  good 
time,  and  would  without  doubt  have  been  very  near  the  head  of 
the  fleet,  if  not  actual  winner  of  the  race,  had  everything  held 
aloft.      The  oflicial  summary  of  the  race  was  as  follows  : 


Stan 

Oulcl  Maik 

Finish 

Elapsod 
Time 

Corrected 
Time 

H.    M.    5. 

H-   M.   s. 

H.    M.  s. 

H.    M.    S. 

H.    M.    S. 

Vigilant   .      .      .      , 

11.40,17 

2    1  I    50 

3  46-43 

4.06  26 

4.06.26 

Colonia      .      .      .      . 

II  40.33 

2    19  08 

3-53-56 

4.13.23 

4.13.09 

Pilgrim      .      .      .      . 

"  (• 

11.42  00 

I  48.06*) 

2.39.50 

4-19-41 

4  37-4' 
(4-31-35*) 

(4. 

4.36.05 
29.59*) 

Jubilee       .      .      .      , 

*  Actual  time. 

'  (■ 

11.42.00 

I  49,06  *) 

2.25.41 

4.04.28 

(4- 

4.22.28 

15.22*) 

(4- 

4-21.51 

■4-45*) 

Vigilant  allowed  Colonia  14  s..  Pilgrim  1  m.  36  s.  and  Jubilee 
37  s.      Vigilant's  elapsed  time  to  the  first  mark  was  2  h.  31  m. 

[  142] 


Of 


"'^'^,;. 


<?/THE  AMERICA'S  CVP       [.887-893] 

33  s.  ;  Colonia's,  2  h.  38  m.  35  s.  ;  Jubilee's,  2  h.  36  m.  35  s.  ; 
and  Pilgrim's  2  h.  51  m.  44  s.  It  ^\ill  be  seen  therefore  that 
though  disabled  Jubilee  was  second  best  boat,  in  actual  time,  in 
the  fifteen-mile  ijeat,  and  was  beaten  only  five  minutes  by  the 
leader.  The  result  of  the  race  showed  that  Vigilant  beat  Colonia 
6  m.  43  s..  Jubilee  (actual)  8  m.  19  s.,  and  Pilgrim  (actual) 
29  m.  39  s. 

The  race  demonstrated  that  for  cup  defence  Vigilant  was  with- 
out question  the  best  boat.  Colonia  proved  fast,  but  her  unfor- 
tunate tendency  to  slide  off  to  leeward  was  permanent.  Pilgrim 
was  fast  on  some  points  of  sailing,  but  her  canoe-shaped  body,  of 
small  displacement,  combined  with  her  deep  fin,  which  was 
too  long,  and  was  found  to  be  flexible,  so  that  it  buckled  when 
she  was  on  the  wind,  left  something  to  be  desired  in  underbody 
form,  and  made  her  unreliable.  She  sailed  well  on  a  straight  line, 
but  owing  to  the  length  of  her  fin,  she  did  not  always  mind  her 
helm.  Jubilee's  gear  aloft  was  too  light.  Properly  rigged  and 
tried,   she  would  have  developed  greater  speed. 

Vigilant  was  selected  immediately  after  the  third  trial  race  to 
defend  the  cup.  The  other  boats  necessarily  withdrew  from 
racing.  Colonia  was  subsequently  altered  in  her  underbody, 
rigged  as  a  schooner,  and  renamed  Corona.  She  made  a  fast  and 
handsome  schooner,  and  was  flagship  of  Commodore  L.  Cass 
Ledyardof  the  New  York  Yacht  Club  in  1901-02. 

Jubilee  was  laid  up  after  the  trial  races,  at  Lawley's  Basin, 
South  Boston,  an  object  of  speculation  as  to  what  she  might  have 
done  wath  better  luck. 

Pilgrim  was  converted  into  a  steam  yacht,  her  fin  being 
removed  and  keel  and  skeg  put  on.  She  is  now  the  property  of 
L.  G.  Bumham,  Esqr.,  of  Boston. 

There  was  so  much  novelty  about  these  four  boats  that  sea- 
faring men  everywhere  discussed  them.  Their  forward  o\'er- 
hangs  were  scofled  at  by  the  old  timers,  who  loved  a  trim  clipper 
bow  as  dearly  as  an  Englishman  loved  the  straight  stem  of  the 
cutter.  To  the  novice  they  had  something  of  the  appearance  of  a 
person  with  a  receding  chin.  There  were  dire  prophesies  at  first 
about  their  weakness  in  windward  work.  It  was  argued  that  with 
so  much  of  their  body  cut  away  forward,  they  would  never  hold  on 
in  a  beat  to  windward  ;  and  when  Colonia  showed  weakness  in  this 
direction  there  was  a  chorus  of  "  I  told  you  so,"  and  free  predic- 
tions that  a  keel  boat  would  never  displace  the  time-honored 
centre-boarder.  The  fault  with  the  Colonia  however,  was  that 
Herreshoff"  did  not  go  far  enough  with  his  deep  keel.  An 
interesting  bit  of  gossip  apropos,  which  is  given  here  only  for 
what  it  is  worth,  was  that  Colonia's  draft  was  gauged  by  the 
depth  of  water  in  the  slip  at  the  Herreshoff  works,  as   to   launch 

[  143] 


[,887-893]      THE  LAWSON  HISTORY 

a  deeper   boat    at    that    time    would    have   necessitated  dredging 
the  slip. 

By  the  time  Lord  Dunraven's  yacht  arrived  on  this  side  there 
was  plenty  of  faith  displayed  in  Vigilant.  She  was  as  firmly  fixed 
in  the  hearts  of  Americans  as  Volunteer,  Mayflower  or  Puritan 
had  ever  been,  though  it  cannot  be  said  that  the  man  who  designed 
her  was  as  popular  as  Burgess,  nor  her  manager,  Mr.  C.  Oliver 
Iselin,  as  was  Gen.  Paine.* 

Valkyrie  arrived  September  22d.  She  was  twentv-nine  days 
eighteen  hours  in  coming  from  Cowes,  having  experienced  high 
winds  and  rough  seas,  and  less  than  two  weeks  were  left  after 
her  arrival  before  the  date  of  the  first  race,  scant  time  to  test  her 
racing  rig  and  enable  the  boat  to  "  find  herself." 

American  yachtsmen  believed  they  had  in  Valkyrie  II.  a  boat 
worthy  of  die  best  we  could  put  against  her.  Like  Thistle,  she 
was  preceded  by  stories  of  victories  on  the  other  side  that  showed 
her  to  be  "a  demon  in  light  airs  and  a  very  devil  in  a  blow."  As 
soon  as  she  got  into  form  on  this  side  all  could  see  that  she  was  a 
fine  powerful  boat,  with  good  lines,  and  a  generally  business-like 
air.  Her  forefoot  was  cut  away  even  more  than  Vigilant's,  and 
her  underbody  was  more  graceful,  though  her  coppered  bottom 
did  not  present  the  glassy  smoothness  of  the  defender's  bronze 
plates.  If  there  was  any  one  point  upon  which  Americans  criti- 
cised the  new-comer,  aside  from  the  fact  that  she  was  a  keel  boat, 
and  thus  open  to  criticism  from  adherents  of  the  centre-board  t3'pe, 
it  was  that  she  appeared  heavier  in  hull  and  rig  than  the  American 
boat,  though  smaller  in  beam,  length  and  spars. 

Her  draft  was  somewhat  more  than  the  Vigilant's,  it  being 
16.30  feet.  Her  length  on  the  water-line  was  86.80  feet,  beam 
22.33  feet,  her  overall  length  117.25,  and  racing  length  93.11  ;  f 
against  an  overall  length  of  124  feet  and  a  water-line  length  of 
86.19  in  Vigilant,  a  beam  of  26.25  feet,  racing  length  of  96.78, 
and  draft  of  13.5  feet.  Valkyrie's  sail  area  was  10,042  square 
feet,  while  that  of  Vigilant  was  11,272. 

Valkyrie  was  of  composite  build,  steel  frame  and  wood  plank- 
ing.     She  was  designed  by  George  L.  Watson, |  and  was  built 

it 

*   Neither  Gen.  Paine  nor  Mr.  Iselin  ever  made  f    Dimensions  of  Valkyrie   U.,  here  given,  are 

any  personal  claim  to  the  public's  good  opinion,  both  from   an    article    on    "  Evolution    of   the    Modern 

being  quite  out  of  touch   with  the   mass  of  people  Racing  Yacht"  by  George   L.  Watson,  Valkyrie's 

interested  in  yacht-racing,  and  seeming  to  hold  the  designer,  in  the  Badmington  Library,  1894. 

value  of  popular  approval  lightly.      Whatever  popu-  J   George  L.  Watson  was  considered  England's 

larity   came    to    them    through    yacht-racing    arose  most   efficient   yacht    designer.        He   was    born    in 

from  the  results  achieved  by  vessels  in  their  charge,  Glasgow  in  1851,  and  was  the  son   of  a   physician, 

rather  than  the  personality  of  the  men  themselves.  His  boyhood  was  passed   in   an  atmosphere  of  boats 

which  in  neither  case  was  winning,  so  far  as  their  and  boat  building.      At   the  age  of  16   he   entered 

relations  with   the    public   were  concerned.      What  the  yard  of  R.    Napier  &   Son   on   the   Clyde,  as  a 

was  true  of  them  was  true  in   greater  measure  of  draftsman.      Later  he  went  to  the  yard  ot  A.  &  J. 

Mr.  Herreshoff,  whose  attitude  from  the  beginning  Inglis.        He    began   designing    at    10.        His    first 

of  his  successes  was  one  of  contempt  for  the  public.  boat   to  attract  attention  on  this  side  of  the  water 

[  144  ] 


of  THE  AMERICA'S  CVP       [.««7-.893] 

by  D.  &:  W.  Henderson  &.  Companj^  at  Partick  on  the  Clyde. 
She  hailed  from  Glasgow,  and  her  sole  owner  was  Wyndham 
Thomas-Wyndham  Quin,  Earl  of  Dunraven  and  Mountearl,  of 
Dunraven  Castle,  Brigend,  Glamorganshire,  Ireland.  Her  sailing- 
master  was  Capt.  William  Cranfield. 

After  an  active  correspondence,  covering  a  variety  of  points, 
an  agreement  was  reached  between  Lord  Dunraven  and  the  New 
York  Yacht  Club  as  to  conditions  to  govern  the  races,  which  were 
to  be  best  three  out  of  five,  starting  either  from  Scotland  or  Sandy 
Hook  light- vessels,  the  course  of  the  first  third  and  fifth  to  be  to 
windward  or  leeward,  fifteen  miles  ;  the  second  and  fourth  a  tri- 
angle, the  first  leg  to  windward  if  possible  ;  all  contests  to  be 
thirty  nautical  miles  ;  one  day  to  intervene  between  races,  the  date 
set  for  the  first  being  October  5th  ;  each  yacht  to  have  time  to 
make  repairs  in  case  of  accident  before  the  preparatory  gun  ;  the 
preparatory  signal  to  be  made  at  11.15,  and  the  start  at  11.25, 
by  means  of  "a  signal  gun,"  the  regatta  committee  being  given 
discretion  to  call  races  off  on  account  of  fog  ;  and  manual  power 
only  to  be  used  in  working  the  vessels. 

The  one-gun  start  —  that  is,  the  usual  two  minutes  handicap 
not  being  figured,  each  boat's  time  being  taken  from  gun-fire  — 
was  an  innovation  in  that  it  had  ne\'er  been  employed  in  the  cup 
races  except  when  the  yachts  were  to  start  from  anchor.  Former 
challengers  had  asked  for  it  but  vainly.  It  is  the  only  instance  of 
the  employment  of  the  one-gun  start  in  the  cup  races.  The 
agreement  covering  this  point  was  as  follows  :  "  The  time  of  the 
yachts  shall  be  reckoned  from  the  starting  signal,  as  though  both 
crossed  the  line  at  that  instant."  The  advantage  of  such  a  start 
is  in  superior  seamanship,  it  affording  a  test  of  captains  rather 
than  of  boats. 

When  the  yachts  came  to  the  line  for  their  first  trial,  October 
5th,  the  challenger  made  a  most  favorable  impression.  Her 
sails  set  well,  her  low,  straight  hull  responded  quickly  to  a  touch  of 
her  long  tiller,  she  "stepped  lively"  in  the  light  airs,  and  was 
much  quicker  in  stays  than  Vigilant.  The  wind  was  northerly 
in  the  morning,  and  held  in  that  quarter  until  about  1  o'clock, 
when  it  backed  to  W.  S.  W.  The  boats  got  away  promptly 
at  gun-fire.  Vigilant  crossing  at  11.25.24,  and  Valkyrie  at 
11.25.53.  It  was  a  spinnaker  start,  and  the  challenger  provided 
a  surprise  by  breaking  out  a  sail  of  the  most  filmy  lightness.  It 
was  thought  at  first  to  be  silk,  or  Irish  linen,  but  it  proved  to  be 
made  of  unbleached  muslin.  The  race  was  scarcely  more  than  a 
drift  to  the  outer  mark.  Vigilant  became  becalmed  shortly  after 
one   o'clock,   and  Valkyrie    catching    the   southerly   breeze   first, 

was  Madge,  whose  record  is  mentioned  elsewhere  in  steam  yachts,  attaining  the  highest  standard  in  the 
this  history.      In  1885  Mr.  Watson  began  designing      world  for  this  class  of  vessel. 

[  145  ] 


[,887-,893]      THE  LAWSON  HISTORY 

sailed  into  a  long  lead.  The  outer  mark  was  rounded  by  Valkyrie 
at  3.37.20,  and  by  Vigilant  26  m.  20  s.  later,  at  4.03.40.  Had 
the  wind  not  flattened  to  a  calm,  Valkyrie  with  this  lead  prob- 
ably would  have  come  home  a  winner.  The  race,  however,  was 
called  off,  with  Valkyrie  ahead,  but  both  boats  lying  with  idle 
sails  on  a  glassy  sea. 

The  first  decisive  race  was  sailed  October  7th,  it  being  as 
before  over  a  thirty-mile  course,  but  laid  to  leeward  and  windward. 
The  wind  at  the  start  was  moderate  W.  by  N.,  later  shifting 
to  S.  W.,  making  a  broad  reach  on  the  first  leg,  and  a  close 
lay  home,   over  a  rolling  sea. 

The  start  was  made  with  loftiest  club-topsails  on,  and  all  light 
canvas  ready  for  use.  The  boats  went  over  promptly  after  gun- 
fire, with  only  five  seconds  between  them,  Valkvrie's  time  being 
11.25.25  and  Vigilant's  11.25.30.  Both  broke  out  spinnakers  as 
they  crossed,  and  slipped  easily  off  under  a  cloud  of  white  cloth 
before  the  six-knot  breeze.  For  half  an  hour  hardly  a  biscuit-toss 
of  space  separated  them,  but  as  the  ^ind  changed  Vigilant  got  it 
first,  as  Valkyrie  had  on  the  5th,  and  drew  away  from  her  rival. 
Spinnakers  came  m  with  a  change  of  wind,  but  balloon  jib-topsails 
were  used,  and  pulled  nobly.  At  the  outer  mark  Vigilant's  lead 
was  a  full  mile,  she  turning  8  m.  6  s.  ahead  of  Valkyrie. 

The  course  home  was  W.  by  N.,  the  wind  southerly  and 
westerly  and  freshening.  Both  yachts  sailed  about  a  point  above 
the  course.  Vigilant  heading  a  little  the  higher,  but  three  miles 
from  the  light-vessel  they  eased  sheets  and  came  home  in  fine 
style.  Vigilant  an  easy  winner,  though  it  must  be  said  that  her 
time  for  the  race  was  affected  by  the  fluke  on  the  outward  run, 
analysis  showing  that  on  the  home  leg  Valkyrie  made  the  faster 
time,   by  30  s.      The  official  summary  : 


Start 

H.    M.    S. 

Outer  Mark 

H.    M.    s. 

Finish 
H.    IVl.   S, 

Elapsed 
Time 

H,    M.   S. 

Corrected 
Time 

H.    M.    S. 

IGILANT 
ALKYRIE 

.         .          11.25.00 
.          .           11.25.00 

1.50.50 
1.58.56 

3-30-47 
3.38.23 

4-05-47 
4.13.23 

4-05-47 
4.11.35 

Vigilant  allowed  Valkj-rie  1  m.  48  s.,  and  won  by  5  m.  48  s. 
corrected  time.  This  race  gave  the  American  public  a  very  good 
o])inion  of  Vigilant,  but  yachting  experts  were  led  to  belie\'e 
Valkyrie  an  abler  boat  in  light  weather  than  the  result  of  the 
race  showed. 

The  second  race  was  sailed  October  9th,  in  a  fairly  smooth  sea 
and  a  strong  breeze,  varying  from  eight  to  ten  knots  at  the  start 
to  nearlv  thirty  at  the  finish,  a  "  smoky  sou'wester,"  an  excellent 
wind  oflf  Sandy  Hook.  The  course  was  triangular,  thirty  miles, 
from  Sandv  Hook  light-vessel,  the  first  leg  being  to  windward, 
S.  W.  by  S.,  the  second  E.  Yz  S.,  and  the  third  N.  N.  W.  Yz 
W.,  the  last  two  aflfording  broad  reaches. 

[146] 


of  THE  AMERICA'S  CVP       \.^n^-^s,,■^ 

The  wind  was  the  sort  the  challenger  was  looking  for,  and  a 
close  race  was  expected,  in  view  of  Valkyrie's  weatherly  qualities. 
The  American  boat  proved  herself  quite  at  home  in  a  stiff  blow, 
and  beat  the  challenger  by  10  m.  35  s.  over  the  course,  after 
giving  1  m.  48  s. 

At  the  first  mark  Vigilant  led  by  4  m.  45  s.  and  at  the  second 
mark  by  8  m.  57  s. 

The  race  started  with  as  fine  a  marine  picture  as  Sandy  Hook 
waters  had  ever  set  forth.  The  boats  cut  about  the  mark  in 
lively  fashion,  scuppers  under  at  times  and  throwing  showers  of 
spray  from  their  bows.  Valkyrie  was  remarkably  well  balanced 
and  here  showed  her  quickness  in  stays  to  excellent  advantage, 
being  splendidly  handled  by  Captain  Cranfield.  Nat  Herreshoft" 
sailed  Vigilant.  The  Yankee  boat  got  the  better  of  the  start, 
going  over  at  11.25.19,  on  the  starboard  tack  in  the  windward 
berth,  Valkyrie  following  at  11.25.21. 

On  the  first  leg  of  the  race,  as  stiff  a  thresh  to  windward 
under  club-topsails  as  cup  racers  need  at  any  time,  the  challenger 
was  badly  outsailed.  To  Vigilant's  four  tacks  for  the  mark,  Val- 
kyrie took  seven.  In  the  two  other  legs  Vigilant  romped  away 
from  her  opponent,  though  she  was  not  pushed  on  the  last  leg, 
having  sprung  her  bowsprit  on  the  second.  The  velocity  of  the 
wind  was  estimated  on  the  committee  tug  to  have  been  ten  knots 
at  the  start,  fifteen  knots  at  the  first  mark,  twenty-two  at  the 
second,   and  twenty-nine  at  the  finish. 

The  spectators  about  the  finish  line  expressed  superlative  joy 
when  the  winner  came  home.      The  summary  : 

Elapsed  Corrected 

Start  1st  Mark  2d  Mark  Finish  Time  Time 

H.  M.  S.  H.   M.  S.  H.  M.  S.  H.  M.  S.  H.  M.  S.  H.   M.  S. 

Vigilant 11.25.00  1.06.55  ''S^-SS  2.50.01  3.25.01  3.25.01 

Valkyrie 11.2500  I. II. 20  2.05.52  3.02.24  3.37.24  3.35.36 

Vigilant's  gain  on  the  first  leg  was  4  m.  45  s.,  on  the  second 
4  m.  12  s.,  and  on  the  third  3  m.  26  s. 

The  boats  met  again  on  Wednesday  October  11th,  Vigilant 
having  been  given  a  new  bowsprit.  There  was  only  a  faint 
southerly  air  at  the  hour  set  for  the  start.  The  regatta  committee 
signalled  the  boats  asking  them  if  they  would  consent  to  a  post- 
ponement. Vigilant  signalled  "  yes,"  but  Lord  Dunraven  sig- 
nalled "  no,"  and  the  race  was  started  at  1.45,  there  being  little 
hope  the  boats  could  cover  the  course  of  fifteen  miles  from  the  light- 
vessel  and  return  within  the  six-hour  time  limit.  It  proved  they 
could  not.  The  outer  mark  was  rounded  after  dark,  Vigilant's 
time  being  6.07.17,  and  Valkyrie's  6.14.  The  race  was  called 
off  at   7.30. 

The  next  meeting  of  the  yachts,  on  Friday,  October  13th  — 
ominous  combination  of  day  and  date  for  British  sailor-men  when 

[147] 


[,887.893]      THE  LAWSON  HISTORY 

hunting  cups  —  was  destined  to  be  the  last.  The  race  of  that  day 
will  always  be  remembered  by  those  who  witnessed  it,  and  is  distin- 
guished as  one  of  the  best  in  the  history  of  the  cup.  Of  the  races 
that  preceded  it  only  one  could  compare  with  it  —  the  final  race 
of  Genesta  and  Puritan.  In  that  case  the  challenger  beat  the 
defender  in  a  run  to  the  first  mark,  but  was  beaten  in  the  thresh 
home.  In  this  case  the  home  boat  was  beaten  in  a  thresh  to  the 
outward  mark,  but  distanced  her  rival  on  the  run  home,  chiefly 
because  Valkyrie  met  with  hard  luck  in  losing  two  spinnakers. 
Vigilant's  poor  showing  to  windward  was  accounted  for  by  the  fact 
that  her  centre-board  was  jammed  in  the  box,  and  could  not  be 
put  down  to  its  full  depth,  while  she  carried  a  reef  in  her  mainsail 
and  a  topsail  over  it,  a  combination  that  dulled  her  speed.  With 
a  full  mainsail  and,  if  need  be,  no  topsail,  she  would  have  done 
much  better. 

The  morning  of  October  13th,  1893,  was  overcast  and  there 
was  a  heavy  east  wind  blowing  in  from  a  lumpy  sea  off  Sandy 
Hook.  When  the  yachts  came  out,  and  with  them  the  attendant 
excursion  fleet,  all  hands  looked  for  a  wet  day's  work  for  the 
racers.  The  breeze  at  1 1  o'clock  was  fifteen  knots,  from  due  east, 
and  freshening.  The  course  was  laid  straight  into  the  wind's 
eye.  At  the  starting  time  it  was  observed  Valkyrie  was  in 
trouble  aloft,  and  the  regatta  committee  generously  postponed  the 
race  to  give  Lord  Dunraven  time  to  come  to  the  line.  It  proved 
that  the  sheave  of  one  of  Valkyrie's  throat-halyard  blocks  had 
been  carried  away.  By  the  time  Valkyrie  was  read}'  \'igilant 
Avas  in  difliculties,  her  centre-board  having  stuck  in  the  box.  It 
was  finally  put  down  to  a  draft  of  eleven  feet,  far  enough  to  enable 
her  to  make  a  start,  and  at  12.27  the  boats  were  sent  away, 
end  on  into  the  piping  easterly,  through  a  green  sea.  Valkyrie 
carried  relatively  the  more  sail,  as  she  had  a  half-reef  only  in  her 
mainsail,  and  a  larger  topsail  than  her  rival. 

In  the  smart  manoeuvring  at  the  start  Capt.  Cranfield  cleverly 
turned  Valkyrie  on  her  heel,  and  obtained  a  berth  on  Vigilant's 
weather  quarter,  turning  the  tables  on  the  Yankee  boat,  which  had 
had  him  under  her  lee.  This  manoeuvre  won  him  golden  opinions 
from  the  experts. 

The  boats  went  over  the  line  on  the  starboard  tack,  Valkyrie 
at  12.27.09  and  Vigilant  at  12.27.18.  From  the  start  the  English 
boat  did  the  better,  pointing  higher  than  the  Yankee,  though 
footing  no  faster.  At  1.18  Vigilant's  jib-sheet  got  adrift,  losing 
her  some  seconds. 

Every  fathom  of  the  course  was  stubbornly  contested,  and  at 
the  end  of  forty  minutes'  sailing  Valkyrie  was  not  more  than  one 
hundred  yards  to  windward,  and  perhaps  two  hundred  yards 
ahead.      The  wind   was  now  blowing   fully  twenty-five  miles  an 

[  148  ] 


^ 


/" 


o/THE  AMERICA'S  CVP 


[1887-1893] 


hour  and  was  a  point  more  southerly.  The  yachts  v/ere  sailing 
with  lee  rails  buried.  The  performance  of  Valkyrie  was  now  by 
far  the  finest  of  any  challenger,  and  though  Americans  did  not 
realize  it,  she  was  driving  home  an  argument  for  her  type  that 
was  to  lead  to  the  abandonment  of  the  centre-board  in  American 
cup  yachts. 

At  the  end  of  two  hours'  sailing  the  yachts  were  near  the 
mark,  Valkyrie  a  third  of  a  mile  in  the  lead.  She  went  about 
the  stake-raft  at  2.33.40,  on  the  port  tack,  making  an  admirable 
turn.  Vigilant,  a  shade  less  than  two  minutes  behind,  rounded 
at  2.35.35. 

The  stern-chase  is  not  only  a  long  one,  but  it  calls  for  long 
chances  in  cracking  on  sail.  The  men  on  Vigilant  were  equal 
to  the  emergency,  and  displayed  daring  and  seamanship  that 
saved  the  day,  and  won  plaudits  even  from  their  English  rivals. 
Sir  George  Leach,  an  English  yachting  authority  who  witnessed 
the  race,  stated  in  a  paper  in  which  he  described  it,  (Badmington 
Library,  1894),  that  "some  very  smart  work  was  done  on  the 
Vigilant"  on  the  run  home.  It  was  indeed  "smart  work," 
but  the  sort  American-trained  sailors  should  ever  be  ready  to 
perform. 

On  rounding  the  mark  Vigilant  dropped  her  spinnaker  pole 
to  port,  and  ran  up  the  sail  in  stops,  breaking  it  out  about  five 
minutes  after  rounding.  Her  balloon  jib-topsail  was  next  started 
up  in  stops,  but  a  hal3^ard  jammed  in  a  block,  and  it  could  be 
hoisted  only  half-way  up  the  stay.  This  situation  was  met  by 
sending  a  man  down  the  stay  to  clear  the  halyard,  which  was 
promptly  done. 

While  this  work  was  going  on  forward  the  reef  in  the  mainsail 
was  being  shaken  out,  a  hand  being  slung  from  the  masthead  in 
the  bight  of  a  gantline  to  cast  off  the  stops,  and  hauled  out  along 
the  boom  by  an  outhaul  as  he  let  them  go.  Another  hand  was 
sent  to  the  topmast  head,  and  another  to  the  peak  of  the  gaff,  to 
lash  the  head  and  clew  of  the  working-topsail  when  the  reef  was 
shaken  out,  and  the  mainsail  swayed  up.  These  men  were  visible 
working  on  their  lofty  perches  fully  fifteen  minutes  as  the  yacht 
sped  along  down  the  wind.  As  soon  as  the  mainsail  was  up  the 
No.  2  club-topsail  was  sent  up  to  windward  of  the  working-topsail. 
The  balloon  jib-topsail  was  broken  out  at  2.50,  the  mainsail  was 
swayed  up  and  belayed  at  2.55,  and  the  club-topsail  was  sheeted 
home  at  3.30. 

By  this  time  Vigilant  was  under  a  pyramid  of  rounded  and 
hardened  canvas.  Such  sail-carrying  is  rarely  witnessed  in  a 
cup  race.  Her  topmast  buckled  and  her  back-stays  were  as  taut 
as  harpstrings.  Should  they  part,  all  that  tower  of  canvas  would 
go  over  the  bow  in  a  hopeless  mass,  and  the  race  would  be  lost. 

[149] 


[-887.8,3]      THE  LAWSON  HISTORY 

But  they  held,  and  by  the  time  all  her  sail  was  aloft  A'^igilant  was 
on  the  heels  of  her  rival. 

Ill-fortune  here  befell  Valkyrie,  and  though  hard  work  was 
being  done  on  her,  also,  it  was  not  written  she  should  profit  by  it. 
On  rounding  she  had  not  shaken  out  the  half-reef  in  her  mainsail, 
and  had  left  her  working-topsail  aloft,  but  had  set  a  spinnaker  and 
balloon  jib-topsail.  Under  this  sail  she  flew  quite  as  fast  at  first 
as  did  the  white  cloud  behind  her,  and  it  seemed  that  if  everything 
held  she  would  reach  the  line  with  margin  enough  for  victory. 

Anxiety  among  the  )'achting  critics  was  great.  Nobod}-  wanted 
an  accident  to  deprive  her  of  the  glory  of  her  work,  but  everybody 
held  his  breath  in  anticipation  of  one. 

It  came  with  a  green  and  gray  squall  that  swished  up  out  of 
the  east,  raising  a  curtain  of  spray  before  it.  About  3.30  the  squall 
struck  Vigilant,  and  she  sped  along  at  a  pace  she  had  never 
attained  before,  while  everything  held  alow  and  aloft,  as  she  came 
flying  down  the  wind,  closing  the  gap  between  herself  and 
Valkyrie. 

As  the  squall  struck  Valkyrie  she  stood  up  quite  as  well  as  the 
Yankee  boat,  but  alas  for  her  hopes  !  A  small  rent  made  in  her 
spinnaker  in  taking  it  from  the  sail  locker,  a  tiny  tear  on  the  foot, 
where  it  had  caught  on  the  bitts,  widened,  and  ripped  and  spread 
with  a  hiss  across  the  sail  until  the  cloth  went  flying  on  its  ropes 
in  tatters. 

Valkyrie's  men  in  a  very  few  minutes  had  another  spinnaker 
aloft,  the  light  muslin  one  with  which  they  had  surprised  the 
patriots  on  the  day  of  the  boat's  first  appearance.  It  Mas  too 
light  for  such  weather,  but  desperate  circimistances  demanded 
desperate  measures.  It  might  hold,  and  on  it  depended  the 
race,   for  Vigilant  was  now  closing  in  hand  over  hand. 

But  human  effort  was  not  destined  to  win  the  race  for  Valky- 
rie. The  second  spinnaker  caught  on  the  cross-trees  before 
taking  a  good  full,  and  a  small  rent  was  made,  which  shortly 
caused  it  to  split  from  top  to  bottom,  and  leave  the  ropes  like 
smoke. 

The  boats  were  now  nearing  the  finish  line,  and  time  was 
precious.  With  admirable  promptness  the  men  on  Valkyrie 
got  out  a  third  kite,  a  balloon-jil),  used  as  a  bowsprit  spinnaker. 
It  was  bent  on  and  sent  aloft  in  desperate  haste,  but  too  late  to 
save  the  day,  for  Vigilant  had  now^  passed  to  the  fore.  Had 
Valkyrie's  spinnakers  been  set  in  stops  a  diflerent  result  might 
have  been  recorded. 

The  finish  was  spectacular,  and  the  crowds  on  the  excur- 
sion steamers  cheered  themselves  hoarse,  without  knowing  which 
was  the  victor,  for  the  Yankee  boat  won  by  only  forty  seconds  on 
corrected  time. 

[  150  J 


of  THE  AMERICA'S  CVP      [.^^y-.s^] 

It  was  a  noble  race,  an  expression  of  the  highest  development 
of  the  sport,  such  as  comes  but  once  in  years. 
The  summary  of  the  race  was  as  follows  : 


Start 

Outer  Mark 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.    M.    S. 

H.    M.    S. 

H,    M.    5. 

H.    M.    S. 

H.    M.   s. 

Vigilant     . 
Valkyrie    .      . 

.         .            12.27.00 

.          .            12.27.00 

*-35-35 
2.33-35 

3.51-39 

3-53-52 

3-i4-39 
3.26.52 

3-24-39 
3.25.19 

Valkyrie,  having  been  remeasured,  received  an  allowance  of 
1  m.  33  s.  in  this  race.  Vigilant's  gain  over  the  entire  course 
was  2  m.  13  s.  Less  the  allowance,  her  victory  was  by  a  margin 
of  40  s. 

The  race  had  an  important  effect,  as  undoubtedly  it  led  to 
Lord  Dunraven's  determination  to  have  another  try  for  the  cup. 
He  was  not  at  all  satisfied  that  his  boat  was  beaten  on  her  merits, 
as  was  shown  by  a  statement  for  the  press  he  left  before  sailing 
for  England,  with  his  representative,  H.  Maitland  Kersey,  Esqr., 
of  New  York,  in  which  he  stated  : 

"The  first  races,  which  were  to  windward  and  back,  were 
reaches.  On  the  first  day  Valkyrie  had  a  fluke  and  came  out 
ahead.  On  the  second  day  Vigilant  had  a  fluke  and  came  out 
ahead,  winning  the  race. 

"  The  first  day's  race  was  void  and  the  second  day's  was  won 
by  Vigilant.  That  made  a  vast  difference  in  the  contest  for  the 
cup,  but  the  merits  of  either  boat  were  not  determined.  Looking 
at  it  from  that  point  of  view,  the  first  and  second  races  should  not 
be  considered  in  judging  the  merits  of  the  boats. 

"In  the  third  race  Valkyrie  was  fairly  beaten.  But  Valkyrie 
was  out  of  trim  and  had  not  enough  ballast.  In  our  desire  to 
conform  to  the  eighty-five-foot  limit  we  sacrificed  too  much.  We 
need  not  have  been  so  sacrificing,  for  Vigilant  was  practically 
87  feet  long,  and  we  should  have  increased  the  length  of  our  boat. 
This  would  have  helped  us  much.  Further,  we  were  greatly 
interfered  with  by  steamers,  not  being  able  to  sail  Valkyrie  at 
times  as  we  wanted  to  sail  her.  But  Vigilant  would  have  won 
anyway,  it  is  my  opinion  ;  yet  if  it  had  not  been  for  all  this  the 
difference  in  time  at  the  close  would  not  have  been  nearly  so  great 
as  it  was. 

"  The  fourth  day's  race  was  a  single-reef  breeze,  and  I  think 
Valkyrie  would  have  won  it  if  our  two  spinnakers  had  held  out. 
This  was  unfortunate  for  us,  and  it  was  very  singular,  too.  In 
fact  I  have  never  known  it  to  happen  in  England. 

"As  a  total  result,  I  do  not  consider  that  the  merits  of  the  two 
boats  have  been  determined." 

This  view  of  the  matter  was  concurred  in  by  many  American 
yachtsmen.      Valkyrie  II.    certainly   sailed    against  odds,   though 

[151] 


[I887-.893]       THE  LAWSON  HISTORY 

nobody  was  to  blame,  except  perhaps  her  handlers.  She  suffered 
from  a  combination  of  circumstances  such  as  make  racing  for  the 
America's  cup  one  of  the  most  uncertain  sports  in  the  world.  The 
result  of  a  series  of  races  may  turn  on  the  holding  of  a  ropeyarn. 

The  year  1893  will  be  remembered  in  cup  racing  chiefly 
because  of  the  departure  made  in  it  from  real  vessels  as  racers. 
Vigilant  was  a  radical  departure  from  Mayflower,  Puritan  and 
Volunteer,  not  only  in  the  material  used  in  her  construction,  but  in 
accommodations  and  weatherly  qualities.  She  was  the  first  of  the 
bronze  instruments  which  from  year  to  year  have  been  developed 
for  cup  defence,  and  w  ith  her  the  old  traditions  of  sturdy  sea-going 
craft  were  left  beliind.  She  was  a  far  abler  boat  than  those  that 
followed  her,  but  she  was  not  of  a  wholesome  type,  like  the  Bur- 
gess vessels.  She  crossed  the  Atlantic  successfully  in  1894  under 
her  own  sail,  which  is  more  than  could  have  been  expected  of  some 
of  her  successors,  but  notwithstanding,  she  was  the  prototype  of  a 
vicious  kind  of  yacht,  whose  existence  has  been  more  of  a  curse 
than  a  blessing  to  the  sport  of  yacht- racing. 


[152] 


of  THE  AMERICA'S  CVP  ['^95] 

LORD  DUNRAVEN'S  SECOND  EFFORT 
TO  WIN  THE  CUP  ENDS  WITH  A  CLOUD 
ON  THE  SPORT:     1895.      CHAPTER  XI. 

>ORD  DUNRAVEN  left  Valkyrie  II.  at  New  York 
for  the  winter  of  1893-4,  but  did  not  race  her  in 
American  waters  the  next  season,  as  he  had 
intended  doing.  His  eyes  were  still  turned  toward 
the  cup,  and  in  the  autumn  of  1894  he  opened 
correspondence  looking  to  another  challenge.  His 
first  letter  on  the  subject  was  dated  October  24th, 
1894,  at  Dunraven  Castle,  and  addressed  to  Mr. 
^^^^^^fl(©  J.  V.  S.  Oddie,  secretary  of  the  New  York  Yacht 
Club.  In  it  he  suggested  that  he  would  challenge  again  on  the 
terms  of  the  Vigilant- Valkyrie  II.  races,  slighdy  modified.  He 
desired  the  yachts  to  be  measured  with  all  weights  on  board,  and 
their  water-lines  marked  ;  all  races  on  windward  and  leeward 
courses  to  be  started  to  windward ;  the  races  to  be  sailed  off 
Marblehead,  as  offering  a  clearer  course  than  that  off  Sandy  Hook. 
He  also  requested  the  right  to  come  over  with  the  fastest  British 
vessel,  providing  his  challenger  was  found  not  to  be  the  fastest. 

The  club  appointed  a  cup  committee  to  deal  with  the  chal- 
lenge, consisting  of  Messrs.  James  D.  Smith,  Latham  A.  Fish, 
A.  Cass  Canfield,  J.  F.  Tams,  Philip  Schuyler,  Charles  J.  Paine, 
and  Gouverneur  Kortright,  Mr.  Smith  being  chairman  and  Mr. 
Canfield  secretary. 

The  committee  on  Nov.  15th  mformed  Lord  Dunraven  that  it 
would  grant  his  request  to  have  the  vessels  measured  with  weights 
on  board  ;  that  it  did  not  believe  it  practicable  to  start  all  wind- 
ward and  leeward  races  to  windward  ;  that  the  Marblehead  course 
could  not  be  considered,  and  that  if  Lord  Dunraven  desired  to 
substitute  another  vessel  for  his  challenger,  a  second  challenge 
would  be  accepted  on  the  withdrawal  of  the  original  challenge. 
This  gave  Lord  Dunraven  the  chance  to  pick  the  fastest  yacht  in 
England,  and  was  a  broad  concession.  Regarding  the  one-gun 
start  employed  in  1893  the  committee  wrote  : 

"The  experiment  of  a  one-gun  start,  although  most  inter- 
esting last  year,  was  an  innovation  upon  the  custom  of  the 
club,  and  we  feel  that  a  certain  short  period,  say  two  minutes, 
must  be  allowed  for  crossing  the  line  after  the  starting  signal. 
The  exact  time  of  anv  yacht  crossing  during  that  period  to  be 
taken  as  her  start,  and  the  end  of  the  period  as  that  of  any  cross- 
ing after  its  expiration.     The  feeling  on  this  point  is  very  strong, 

[  153  ] 


[.895]  THE  LAWSON  HISTORY 

as  well  as  the  opinion  that  our  practice  produces  a  more  satisfactory 
race." 

The  committee  referred  to  the  holding  of  the  cup,  in  the  event 
of  its  being  won  by  Lord  Dunraven,  pointing  out  that  in  its  opin- 
ion any  special  agreement  as  to  holding  it  was  superfluous,  under 
the  deed  of  gift,  and  "  most  inadvisable,  being  in  the  nature  of  an 
addition  to  the  deed  itself." 

On  December  6th,  Lord  Dunraven's  challenge  was  received 
by  cable  from  the  Royal  Yacht  Squadron.     It  was  as  follows  : 

CowEs,  Dec.  6th,  1894. 
Oddie, 

A'exv  York  yacht  Club,  A*.   F. 

I  am  requested  by  the  Earl  of  Dunraven  to  forward  you  a 
challenge  for  the  America  cup  on  the  terms  and  conditions  of 
the  challenge  sent  by  me  on  his  behalf  on  the  25th  of  Novem- 
ber, 1892,  but  subject  to  any  modifications  as  to  dates, 
courses  and  starts  and  other  details  which  may  be  agreed  to 
between  Lord  Dunraven  and  the  committee  appointed  by  the 
New  York  Yacht  Club  to  conduct  negotiations  and  arrange 
details. 

I  therefore,  on  behalf  of  the  Royal  Yacht  Squadron,  and 
ui  the  name  of  the  Earl  of  Dunraven,  a  member  of  the  squad- 
ron, challenge  to  sail  a  series  of  matches  with  the  yacht  Val- 
kyrie against  any  one  yacht  or  vessel  constructed  in  the 
United  States  of  America,  for  the  America  cup. 

The  follow  ing  are  the  particulars  of  the  challenging  vessel, 
viz.  : 

Owner,  Earl  of  Dunraven. 

Name  of  yacht,  Valkyrie. 

Length  on  load  water-line,  89  feet. 

The  custom-house  measurement  \\  ill  follow  as  soon  as  the 
vessel  can  be  measured  for  registration. 

I  shall  be  obliged  if  you  \\  ill  cable  me  the  receipt  of  this 
challenge  and  let  me  have  a  reply  by  letter  as  soon  as  the 
matter  has  been  laid  before  the  committee. 

Grant. 

In  a  letter  written  December  1st,  before  this  challenge  was 
cabled,  but  not  received  until  December  10th,  Lord  Dunraven 
asked  that  the  ten  months'  notice  be  reduced  to  eight  months. 
With  regard  to  the  one-gun  start  he  wrote  : 

"That  method  of  starting,  is,  I  think,  far  preferable  to  the 
plan  you  propose,  especially  in  a  match.  Two  minutes  may  repre- 
sent, owing  to  variations  in  the  force  of  the  wind,  occurring  be- 
tween the  start  and  tlie  finish,  anvthing  from  one  hundred  yards 

[  154] 


of  THE  AMERICA'S  CVP  [-^95] 

to  half  a  mile  ;  and  your  proposal  consequently  induces  an  element 
of  chance  which  is  avoided  where  the  yachts  start  practically 
together,  as  under  our  system.  Should  they  not  start  together, 
the  advantage  gained  is  surely  a  legitimate  one,  arising  from  supe- 
riority of  handiness  and  handling.  But  as  your  committee  feels 
strongly  that  the  ordinary  custom  of  the  club  should  be  adhered 
to,  I  accept  their  proposal." 

The  passages  about  starts  in  the  correspondence  of  the  com- 
mittee and  Lord  Dunraven  are  here  quoted  as  they  embody  the 
arguments  for  and  against  the  one-gun  start,  about  which  there  has 
been  much  controversy  among  yachtsmen. 

Lord  Dunraven  asked  in  his  letter  if  the  club  would  accept  the 
challenge  on  exactly  the  terms  of  his  last  challenge.  To  this  the 
club  replied  by  cable  that  it  could  agree  to  no  conditions  as  to 
holding  the  cup.  In  subsequent  correspondence  with  the  Royal 
Yacht  Squadron  it  pointed  out  that  the  conditions  as  to  holding  the 
cup  in  Lord  Dunraven's  former  challenge  were  explained  and 
modified  by  certain  letters  of  his  lordship.  The  conditions  were 
not  then  considered  satisfactory  to  the  club,  but  had  been  allowed 
to  stand  for  want  of  something  better,  owing  to  the  limited  time 
for  concluding  the  correspondence.  The  Royal  Yacht  Squadron 
replied,  December  16th,  by  cable,  "  If  challenge  accepted  now 
and  [our]  representative  wins,  squadron  will  not  demand  cup, 
failing  satisfactory  agreement  as  to  receipt." 

To  this  the  New  York  Yacht  Club  replied,  December  17th, 
that  it  did  "  not  agree  that  the  squadron  had  the  right,  after  hav- 
ing won  the  cup,  to  reject  custody  of  it  "  according  to  the  terms  of 
the  deed  of  gift,  and  stated  that  it  would  wait  until  January  15th 
for  an  official  reply. 

The  reply  of  the  Royal  Yacht  Squadron,  received  by  cable, 
was  as  follows  : 

London,  Jan.   7th,    1895. 
SwrrH, 

jVeiv  }hrk  Yacht  Club. 
Having    regard  to   construction    placed  on    deed  of  gift, 
1887,   by  the  New  York   Yacht  Club,  Royal  Yacht  Squadron 
are  willing  to  give  receipt  on  terms  contained  in  deed  of  gift, 
1887. 

Grant. 

This  placed  the  Royal  Yacht  Squadron  on  record  as  accepting 
the  deed  of  gift  only  with  the  New  York  Yacht  Club's  modifica- 
tions added. 

From  this  point  negotiations  went  on  smoothlj'.  Lord  Dun- 
raven's  challenge  was  accepted  January  14th.  The  ten  months' 
notice  was  changed  to  eight  months,  in  view  of  the  lateness  of  the 

[  155] 


[■«95]  THE  LAWSON  HISTORY 

season  for  the  races  under  ten  months'  notice  ;  and  details  of  the 
match  were  left  until  Lord  Dunraven's  arrival  in  this  country, 
the  date  of  the  first  race  being  fixed  for  September  7th,   1895. 

In  the  meantime  steps  were  taken  to  build  a  boat  to  defend  the 
cup.  The  superiority  of  Herreshoff  vessels  was  such  that  no  one 
was  found  willing  to  take  chances  against  them,  and  as  a  result 
only  one  boat  intended  for  defence  was  laid  down,  on  order  of  a 
New  York  Yacht  Club  syndicate  composed  of  William  K.  Vander- 
bilt,  K.  D.  Morgan  and  C.  Oliver  Iselin.  Extraordinary  precau- 
tions were  taken  to  make  her  a  potential  winner.  She  was  to  be 
a  keel  boat,  the  first  of  the  type  to  defend  the  cup,  a  cutter  in 
everything  but  name.  Indeed,  on  the  other  side  the  challenger 
of  those  times  was  always  called  a  cutter,  while  here  she  was 
called  a  sloop. 

The  cutter,  or  sloop,  that  was  to  meet  Valkyrie  III.  was  named 
Defender.  She  was  built  at  Bristol,  of  bronze,  steel  and  alumi- 
num, and  was  launched  June  29th,  1895.  The  greatest  secrecy 
was  maintained  regarding  her.  Lightness  to  the  last  degree  con- 
sistent, with  speed  was  the  chief  aim  in  her  construction.  Expense 
was  not  regarded  in  building  her,  and  in  the  use  of  so  light  and 
strong  a  metal  as  aluminimi  in  her  construction  Herreshoff  realized 
a  dream  —  though  an  empty  one,  it  seems  —  of  yacht  designers. 
Defender  was  the  second  yacht  in  which  this  metal  was  freely 
used,  the  first  being  a  French  boat  called  Vendenesse,  built  in 
1892.  Defender's  topside  plating,  which  was  laid  to  overlap,  her 
deck  beams,  braces  under  the  deck,  and  stringer-plates  connecting 
the  deck  beams  with  the  side  of  the  vessel,  as  \\  ell  as  her  rails, 
were  aluminum,  alloyed  with  from  twelve  to  fifteen  per  cent,  of 
nickel  and  steel.  Her  dead-light  frames  and  covers,  small  interior 
fittings,  and  the  sheaves  of  her  blocks  were  also  of  this  metal.  Her 
bottom  plates  and  keel-plates  were  of  manganese  bronze,  of  the  same 
weight  as  Tobin  bronze,  and  her  frames,  stem-post,  floor-plates, 
stiffening  angles,  under-deck  beams,  two  deck  beams  inclosing  the 
mast,  tie-plates  around  the  mast,  step-socket,  bed-plate,  fittings 
and  supports,  and  chain-plates  were  of  steel.  All  her  fastenings 
Mere  of  bronze.  Her  aluminum  plates  ^\'ere  from  %6  to  %  inch 
thick,  a  plate  of  the  former  thickness  having  an  ultimate  tensile 
strength  of  40,780  pounds  to  the  square  inch.  This  metal  was 
computed  to  be  2  %o  lighter  than  Tobin  bronze,  with  which  Vig- 
ilant was  plated.  Naval  Constructor  Richmond  Pearson  Hobson, 
discussing  the  use  of  aluminum  in  hulls,  is  authority  for  the  state- 
ment that  by  its  employment  in  Defender  about  seventeen  tons 
dead  weight  was  saved. 

While  the  object  of  extreme  lightness,  combined  with  a  rea- 
sonable degree  of  strength,  was  attained  in  Defender,  she  never 
was  strong  enough  structurally  to  make  her  a  safe  boat  for  the 

[156] 


,.^y 


'BA  r;  r 


-CALif 


-i 


o/THE  AMERICA'S  CVP  [.«9s] 

give-and-take  of  ocean  racing.  She  was  notably  weak  in  the 
neighborhood  of  her  mast-step,  and  it  was  feared  before  her  first 
season  was  over  her  mast  might,  under  severe  strain,  put  a  hole 
through  her  Iwttom.  Owing  to  this  weakness  she  was  carefully 
handled  throughout  her  career,  which  was  the  shortest  of  any 
cup  defender  to  her  time.  Although  practically  rebuilt  in  1899, 
she  lasted  less  than  six  years,  and  was  broken  up  in  1901,  at 
City  Island,  in  Long  Island  Sound.  The  cause  of  her  short  life 
was  rapid  corrosion  in  her  hull,  owing  to  galvanic  action  induced 
bv  the  combination  of  metals  employed,  and  absence  of  precau- 
tions in  construction  to  minimize  such  action.  She  was  the 
extreme  racing  machine  of  her  day,  and  her  construction  \\as 
justified  in  her  success  in  retaining  the  cup. 

In  model  Defender  presented  a  combination  of  broad  beam, 
fine,  full,  handsomely  fair  underbody,  and  deep  keel.  She  was 
the  result  of  evolution  from  boats  that  had  gone  before  from  the 
HerreshofF  shops,  and  also  embodied  suggestions  from  the  last 
challenger  for  the  cup,  and  other  Watson  creations.  We  had 
taken  a  leaf  from  the  British  book  in  using  the  keel,  and  as  it 
proved  later,  Watson  had  taken  one  from  ours,  for  \'alkyrie  III. 
was  wider  than  Defender,  the  challenger  having  more  beam  than 
the  defending  vacht,  and  being  slower  in  stays,  for  the  first  time 
in  the  history  of  the  cup. 

Defender  was  commanded  by  Capt.  "Hank"  Haff,  and 
manned  by  an  entire  crew  of  Yankee  sailors  shipped  at  Deer  Isle, 
Maine,  a  nursery  of  yacht  sailors  now  as  famous  as  ever  was 
Wivenhoe  in  England.  They  were  the  first  wholly  American 
crew  employed  on  a  cup  defender,  as  all  former  crews  contained 
numbers  of  Swedes  or  Norwegians,  who  for  many  years  were 
relied  upon  as  our  best  yachting  sailors.  The  Deer  Isle  men 
were  superior  to  Scandinavians  in  racing  work  chiefly  because  of 
their  higher  order  of  intelligence. 

Defender  was  given  her  first  sailing  trial  July  6th,  in  Narra- 
gansett  Bay.  On  Julv  7th  she  was  sailed  against  Colonia,  which 
she  distanced  with  ease.  At  first  her  spars  and  sails,  which 
were  made  at  the  HerreshofF  works,  were  far  from  satisfactory. 
Vigilant,  owned  by  George  J.  Gould,  was  put  in  the  best  of  rac- 
ing trim  to  act  as  a  trial  boat  against  her,  about  $50,000  being 
expended  by  Mr.  Gould  to  make  good  the  wear  and  tear  of  her 
two  previous  seasons,  and  her  voyage,  made  in  April,  from 
England,  where  she  raced  in  1894.  She  was  under  the  manage- 
ment of  Mr.  E.  A.  ^^'illard,  and  commanded  by  Capt.  Charles 
Barr,  who  brought  Minerva  to  this  country  in  1889,  and  had 
sailed  W'asp,  Gloriana  and  Navahoe. 

The  season's  racing  between  Defender  and  Vigilant  was 
productive  of  some  mteresting  incidents,  in  which  friction  between 

[157] 


[■«95]  THE  LAWSON  HISTORY 

the  partisans  of  the  two  boats  was  not  lacking  ;  w  hile  the  season 
of  Defender  was  filled  with  minor  accidents,  and  reports  of 
structural  weakness,  which  were  not  without  foundation,  though 
strenuously  denied  by  Mr.  Iselin,  her  manager. 

July  22d  Defender  and  Vigilant  met  in  a  practice  race  off 
Sandy  Hook,  for  the  purpose  of  giving  Defender  a  trial  over  an 
ocean  course.  Shortly  after  the  start  Vigilant  displayed  a  protest 
flag,  and  at  the  end  of  the  race  Mr.  Willard  handed  in  a  protest, 
claiming  Defender  violated  section  II.  of  rule  16  by  bearing  down 
on  Vigilant  in  the  start,  when  Defender  was  off  the  \\ind,  the 
rule  in  question  being,  "A  3'acht  running  free  shall  keep  clear  of 
one  close  hauled."  Mr.  Willard  requested  that  the  regatta  com- 
mittee's decision  on  his  protest  should  not  be  announced  until 
the  yachts  reached  Newport,  after  the  New  York  Yacht  Club 
cruise. 

In  the  runs  and  races  of  this  cruise  Defender  met  not  only 
Vigilant,  but  Volunteer  and  Jubilee.  Gen.  Paine  had  gone  to 
consideraiile  expense  to  again  fit  out  Jubilee.  Her  bow  had  been 
lengthened  five  feet,  which  improved  her  in  running.  Yachtsmen 
belie^ ed  that  had  her  mast  been  stepped  forward  after  this  change 
she  would  have  done  better,  while  her  sails  were  imfit  for  use  in 
racing. 

In  the  Goelet  cup  race  for  sloops,  o\er  the  Block  Island  course, 
in  a  good  sailing  breeze,  Defender  cut  out  a  pace  that  would  ha\'e 
resulted  in  her  winning  by  a  wide  margin,  but  off  West  Island  her 
gaff  snapped  in  the  middle,  and  she  was  obliged  to  retire,  when 
leading  Vigilant  11m.,  Volunteer  14  m.  and  Jubilee  30  m.  The 
spar  was  of  wood,  built  hollow,  and  was  unequal  to  the  strain 
put  on  it.  It  was  replaced  iiy  another  hollow  spar,  somewhat 
larger,  and  two  feet  longer,  the  length  being  nearly  sixty-five 
feet. 

Defender  again  met  Vigilant  off  Newport  August  6th,  and 
another  complaint  was  made  by  Mr.  Willard,  who  was  a  clear- 
headed and  able  Corinthian  yachtsman  of  good  standing,  against 
the  manner  in  which  Mr.  Iselin's  boat  was  handled  in  the 
start.  Mr.  Willard  refrained  from  protesting,  for  the  reason 
that  a  boat  twice  foimd  in  the  wrong  under  protest  could  not  again 
sail  in  the  races  under  the  club's  auspices.  If  he  made  two 
protests,  and  they  were  sustained,  Defender  would  be  barred, 
under  the  New  York  Yacht  Club's  rules,  from  defending  the 
cup.  As  he  believed  he  had  cause  for  a  second  protest,  how- 
ever, he  withdrew  Mgilant  from  further  racing  against  De- 
fender, to  relieve  the  regatta  committee  of  a  possible  cause  for 
eiTibarrassment. 

The  situation  w hich  led  to  this  action  is  worth)-  of  description 
here,  as  it   involved  one  of   the  nicest    points  in    racing   tactics, 

[  158] 


of  THE  AMERICA'S  CVP 


[■895] 


namely,  the  question  of  when  one  yacht  unduly  crowds  another 
in  making  for  a  starting-line,  both  on  the  same  tack,  one  close 
hauled,  and  the  other  with  started  sheets.  The  situation,  which 
was  similar  to  that  resulting  in  the  foul  between  Defender  and 
Valkyrie  III.  in  the  cup  races  that  year,  was  as  follows  : 

The  wind  was  southwest,  and  after  the  preparatory  gun  both 
boats  stood  for  the  line  on  the  starboard  tack  from  the  north. 
Vigilant,  close  hauled,  ^\•as  steered  to  come  under  the  stern  of 
the  windward  mark-boat  in  crossing.  Defender  was  also  on  the 
starboard  tack,  to  windward,  but  not  close  hauled.  She  was 
going  the  faster,  and  established  an  overlap.  At  this  point 
Vigilant  appeared  to  bear  off,  and  Defender  bearing  off  immedi- 
ately, prevented  Vigilant  from  luffing,  and  got  the  weather  berth 
for  the  start.  On  the  point  of  the  vessels'  bearing  oft'  the  protest 
was  based,  Capt.  Barr,  who  steered  Vigilant,  claiming  that  he 
was  forced  off  his  course. 

Mr.  Willard's  withdrawal  of  Vigilant  from  further  racing 
with  Defender  raised  a  tempest  in  a  teapot,  all  parties  concerned 
expressing  their  views  through  the  newspapers. 

Mr.  Willard  stated  in  an  interview  that  he  believed  had 
Vigilant  held  to  her  rights  Defender  would  have  been  sunk  in 
collision,  and  the  country  would  have  been  left  without  a  boat 
fitted  to  defend  the  cup  against  Valkyrie.  He  also  defined  his 
position  regarding  protests. 

Capt.  Barr  feh  his  professional  dignity  was  hurt,  saying:  "  I 
have  declined  positively  to  sail  again  unless  things  are  changed. 
I  have  been  made  a  fool  of.  Vigilant  has  had  the  better  positions, 
and  it  is  unfair  that  we  should  have  to  give  way  all  the  time.  If 
these  races  had  been  for  the  cup  \'alkyrie  \\  ould  have  held  her 
course  each  time.  I  know  we  were  right,  and  I  wish  to  go  on 
record."  * 

Capt.  Haff  stated  that  ^'igilant  bore  off  first,  and  forfeited  her 
right  of  way,  justifying  Defender  in  following  her. 

The  regatta  committee  took  this  view  of  the  matter,  for  the 
next  day  it  addressed  a  letter  to  Mr.  W^illard  in  which  he  was 
informed  that  the  committee  believed  him  in  the  wrong.  The 
committee's  decision  on  the  protest  of  July  22d  was  made  public 
with  this  letter.  It  was  against  \'igilant.  Mr.  ^^^illard  accepted 
the  committee's  rulings,  but  not  its  views.  The  whole  affair 
showed  that  in  a  start  between  two  modern  racing  machines,  it  is 

*  In   the  season   of  1901  the  managers  of  the  of  her  rightful   positions  in  starts  by  Capt.  Barr  of 

Herreshoff  yacht   Constitution,   built  for  the  New  Columbia.      Capt.  Barr  made  no  public  response  to 

York    Yacht   Club   to   defend  the   cup,   complained  this  complaint,  but  his  friends  stated  that  "  if  Capt. 

that  one   reason   she  made  an   unsatisfactory  show-  Rhodes  of  the  Constitution  was  not  smart  enough 

ing  in   her  trials  against  Columbia,  which   resulted  to  hold  his   own  against   Barr  in  starts'*  there  was 

in  her  rejection  as  a  defender  by  the  regatta  com-  no  cause  for  complaint, 
mittee,    was    that    she    was    repeatedly    forced    out 

[159] 


[■^95]  THE  LAWSON  HISTORY 

very  easy  for  the  men  sailing  each  to  think  themselves  in  the 
right,  and  not  always  clear  how  a  committee  reaches  a  decision  as 
to  which  is  right. 

On  August  8th  Defender  met  Jubilee  *  for  an  individual  race, 
and  defeated  her  by  9  m.  19  s.  in  twenty-one  miles  over  a  tri- 
angular course. 

August  9th  Defender  grounded  on  a  sand  bar  in  Narragansett 
Bay,  but  came  off"  uninjured. 

The  trial  races  that  year  were  more  a  matter  of  form  than  in 
1893,  if  anvthing.  A  truce  was  declared  between  Mr.  Willard 
and  Mr.  Iselin,  and  the  yachts  met  for  the  trials  off"  Sandy  Hook 
on  August  20th.  A  cup  for  the  winner  was  offered  by  Col.  John 
Jacob  Astor.  The  course  was  ten  miles  to  windward  from  Sandy 
Hook  light-vessel  and  return,  twice  around  if  ordered.  There  was 
an  eight-knot  breeze  at  the  start,  freshening  later.  At  the  end  of 
the  first  round  Defender  was  withdrawn,  because  the  steel  band 
around  her  mast  at  the  hounds,  uhich  sustained  the  strain  of  the 
shrouds,  \\as  found  to  be  slipping,  causing  a  slacking  of  the 
shrouds,  and  buckling  of  the  mast.  The  band  settled  three  quar- 
ters of  an  inch,  and  it  was  decided  to  send  the  boat  to  Bristol  for  a 
new  mast.  On  the  May  into  Bristol  harbor  the  next  day  Defender 
grounded  on  Hog  Island,  but  A\as  not  damaged.  A  new  mast  of 
Oregon  pine  was  secured  in  Boston.  It  was  larger  and  stronger 
than  the  discarded  spar.  0\  er  it  was  stepped  a  topmast  of  Ore- 
gon pine,  and  she  was  given  a  hollow  gaff"  and  boom  made  of  steel, 
the  first  spars  of  the  kind  used  on  a  cup-defender.  These  spars 
were  made  of  ^Ae  plates,  braced  and  otherwise  strengthened 
inside,  and  presented  a  smooth  exterior.  They  were  somewhat 
larger  than  wood  spars,  but  when  painted  buff"  looked  about  the 
same.  A  great  saving  in  w  eight  over  wood  was  accomplished  by 
their  use. 

After  a  week  at  Bristol  Defender  was  ready  for  another  trial 
against  "Vigilant,  and  the  boats  met  for  a  second  time  August  29th. 
Another  cup  was  offered  by  Col.  Astor.  The  course  w^as  trian- 
gular, eight  miles  to  a  leg.  The  wind  was  N.  W.,  a  good  sailing 
breeze.  Defender  beat  "Vigilant  16  m.  34  s.,  allowing  1  m.  29  s. 
The  boats  encountered  a  squall  on  the  third  leg,  but  weathered  it 
without  accident. 

After  this  race  Mr.  Iselin  gave  an  interview  to  the  press  de- 
nying "the  absurd  stories  that  Defender  is  structurally  weak," 
stating  that  they  were  "entirely  false  and  unwarranted."  He 
also  took  a  reporter  below  decks  on  the  yacht,  a  proceeding  so  un- 
common  in  connection  with  boats  managed  by  Mr.   Iselin  as  to 

*  The  racing  off  Newport  at  this  time  was  Jubi-  undisturbed  to  date,  Gen.  Paine  not  caring  to  sell 
lee's  last.  At  the  end  of  the  season  she  was  again  or  charter  her,  and  not  using  her  himself  because 
laid  up  at  Lawley's  basin,  where  she  has  remained     of  his  retirement  from  yachting  on  laying  her  up. 

[  160] 


of  THE  AMERICA'S  CVP  [■«95] 

show  conclusively  his  earnestness  in  wishing  to  prove  the  truth  of 
his  statement. 

The  third  trial  race  A\as  sailed  ten  miles  to  windward  and  re- 
turn, in  a  good  sailing  breeze  E.  S.  E.,  increasing  toward  the 
finish.  Defender  won  by  3  m.  58  s.  She  was  at  once  formally 
selected  to  defend  the  cup. 

While  Defender  was  receiving  the  benefit  of  the  infinite  pains 
that  can  be  bestowed  on  a  yacht's  tuning  up  when  time  is  ample, 
Americans  read  with  eagerness  all  news  of  the  challenger.  The 
vessel  was  not  owned  exclusively  by  Lord  Dunraven,  as  was  Val- 
kyrie II.,  but  by  a  syndicate  composed  of  Lord  Dunraven,  Lord 
Lonsdale,  Lord  Wolverton  and  Capt.  Harry  McCalmont.  She 
was  designed  by  George  L.  Watson,  professedly  for  light  weather 
sailing,  and  was  altogether  a  radical  example.  Her  designer  had 
borrowed  American  ideas  liberally,  and  applied  them  so  well  that 
casual  observers  had  hard  work  to  tell  the  challenger  from  the 
defender  when  the  boats  came  into  company  on  this  side.  Her 
beam,  the  greatest  ever  seen  on  either  challenger  or  defender, 
and  her  fine,  full  lines  were  such  that  had  she  been  an  American 
boat  she  would  have  fully  met  the  popular  view  of  what  a  cup 
defending  yacht  should  be  like.  Her  construction,  like  that  of 
Valkyrie  II.,  was  composite,  steel  frames  planked  with  wood, 
American  elm  being  used  below  the  water-line  and  teak  above. 
She  was  built  in  the  yard  of  D.  &  W.  Henderson  &  Co.,  at  Par- 
tick  on  the  Clyde,  near  Glasgow,  was  launched  May  27th,  and 
received  her  first  trial  under  sail  June  18th.  She  was  found  to 
be  trimmed  by  the  head,  and  deficient  in  stability,  not  having 
enough  ballast.  It  was  necessary  to  add  some  twelve  tons  of  lead 
to  her  ballast  to  correct  these  faults.  This  and  other  changes, 
incidental  to  finding  the  boat's  true  form,  took  so  much  time  that 
Valkyrie  could  be  given  few  trials  before  leaving  her  home  waters 
for  the  trip  across  the  Atlantic.  Her  total  record  of  trials  was 
three  open  races,  in  which  she  met  Britannia  and  Ailsa,  and  one 
private  race  with  Ailsa.  In  her  first  race  she  beat  Britannia  1  m. 
49  s.,  but  lost  on  time  allowance.  In  the  second  she  was  beaten, 
in  a  strong  wind,  3  m.  8  s.  elapsed,  and  7  m.  10  s.  corrected  time, 
by  Britannia.  Both  were  fifty  miles.  After  receiving  more  lead 
she  beat  Britannia  in  forty  miles  18  m.  26  s.,  and  Ailsa  19  m.  47  s. 
In  her  race  with  Ailsa  she  won  with  ease.  She  was,  unquestion- 
ably, England's  speediest  boat,  and  in  turning  to  windward  in 
light  airs  and  smooth  sea  was  as  fast  as  any  yacht  afloat,  Defender 
excepted.  She  was  manned  by  an  able  crew  of  Wivenhoe  men, 
whose  training  in  boat  sailing  sprung  from  the  Essex  coast  fish- 
eries. Her  captain,  ^^^illiam  Cranfield,  and  his  assistant,  Edward 
Sycamore,  were  both  Wivenhoe  men. 

Leaving  the  Clyde  July  27th,  \"alkyrie  III.  made  the   voyage 

[  161  ] 


[■^95]  THE  LAWSON  HISTORY 

across  the  Atlantic  under  sail,  in  twenty-two  days  ten  hours, 
arriving  at  New  York  August  18th.  She  was  rigged  for  the 
voyage  like  a  North  Sea  ketch,  with  reduced  mainmast  and  a 
good-sized  jigger  set  well  inboard.  Her  passage  was  without 
incident,  and  though  strong  winds  were  met,  she  was  not  strained 
or  otherwise  injured. 

Less  than  three  weeks  remained  before  the  races  for  rerigging 
Valkyrie  for  racing,  and  giving  her  trials  off  Sandy  Hook  ;  alto- 
gether too  limited  a  period  for  the  purpose.  Work  on  fitting  her 
out,  therefore,  had  to  be  carried  on  with  the  greatest  possible 
expedition.  Racing  spars  and  gear  were  brought  to  New  York 
by  steamer.  The  vessel's  outfit  of  spars  consisted  of  an  Oregon 
pine  mainmast,  and  a  steel  mainmast  ;  a  hollow  "built"  boom 
and  galfof  wood,  a  steel  boom  and  gafi',  spruce  topmast  and  top- 
sail-clubs and  sprits,  and  a  hollow  spruce  spinnaker  pole,  with 
various  spare  light  spars.  Stories  of  Valkyrie's  steel  spars  had 
been  received  on  this  side  of  the  Avater  w  ith  much  interest,  and 
considerable  incredulity.  That  of  the  steel  mast  was  considered 
somewhat  akin  to  a  fairy  tale.  Such  a  spar  had  never  been  used 
on  a  racing  yacht,  and  though  steel  lower  masts  for  merchant  square- 
riggers  were  not  uncommon,  American  yacht  sailors  were  doubt- 
ful if  a  steel  mainmast  for  a  racer  could  be  made  to  stand  up. 
Valkyrie's  steel  mast  did  not  arrive  w  ith  her  other  gear,  and  the 
wood  one  was  stepjied,  and  used  in  her  trials,  and  the  cup 
races.  Her  steel  boom  was  received  in  time  to  be  used,  how  ever, 
and  was  carried  in  the  races,  with  the  wood  gaft".  The  boom  was 
the  second  one  made  for  her,  the  first  not  having  proved  satis- 
factory. It  was  from  the  yard  of  the  Hendersons,  and  the 
material  used  was  galvanized  steel.  The  shape  was  hexagonal, 
A^ith  the  edges  of  the  flat  plates  turned  outward  and  riveted 
together,  making  eight  outside  flanges  the  full  length  of  the 
spar,  which  was  one  hundred  and  five  feet  long,  and  twenty-two 
inches  diameter  in  its  thickest  part.  The  use  of  steel  booms 
being  experimental,  yachtsmen  watched  those  on  the  challenger 
and  defender  with  interest.  They  proved  entirely  satisfactory 
from  the  start,  being  much  lighter  than  wood,  and  fully  as 
springy. 

Valkyrie's  few  trial  spins  off"  the  Hook  showed  her  to  be  a 
most  formidable  light-weather  boat,  and  doubters  were  found  in 
plenty  who  thought  she  would  take  the  cup.  Faith  in  Defender 
was  abundant,  though  every  one  w  ho  had  seen  the  boats  looked  for 
a  very  close  series  of  spirited  races. 

That  the  series  proved  anything  but  satisfactory  was  not  the 
fault  of  the  builders  of  the  boats,  for  challenger  and  defender  were 
nearer  alike,  and  more  evenly  matched,  than  any  vessels  that  had 
been  raced  for  the  cup. 

[  162] 


of  THE  AMERICA'S  CVP  [-^95] 

Their  dimensions  w  ere  as  follows  : 

Defender  Valkvrie    III. 

Length  overall 123.00  ft.  129.00  ft. 

Length  un  load  water-line 88.45  88.85 

Beam 23°3  26.20 

Draft          19.06  20. 

Racing  length 100.36  101.49 

Mainmast,  deck  to  hounds 72.  77. 

Topmast 57-4^  55-98 

Main-boom 106.  105. 

GafF 64.95  59-5° 

Spinnaker-boom 73-36  78.94 

From  upper  side  of  main-boom  to  topmast-head  block  125.48  129.80 

Sail  area 12,602.30  sq.  ft        13,027.93  sq.  ft. 

Ballast  (approx.) 85  tons  77  tons 

These  figures  are  official,  except  those  for  beam,  draft  and 
ballast,  which  are  from  the  best  ol:)tainable  sources,  and  are  very 
nearly  correct,  if  not  entirely  so.  Mr.  HerreshofF  has  never  made 
public  any  dimensions,  or  other  information  about  boats  of  his 
build.  The  official  figures  are  from  Mr.  H}'slop's  measurement 
of  the  yachts  at  Erie  Basin,  Brooklyn. 

Conditions  to  govern  the  races  between  Defender  and  Valkyrie 
III.  were  signed  September  4th,  1895,  by  James  D.  Smith,  chair- 
man of  the  America's  cup  committee  of  the  New  York  Yacht 
Cluij,  and  Lord  Dunraven.  The  contest  was  to  be  decided  by  the 
winning  of  three  races  out  of  five,  the  starts  to  be  from  Sandy 
Hook  light-vessel,  the  first,  third  and  fifth  races  to  be  to  windward 
and  leeward,  the  second  and  fourth  over  a  triangle,  all  courses  to 
be  thirty  miles,  and  laid  to  windward  when  possible  ;  starting 
signals  to  be  given  at  11  o'clock,  and  delayed  only  in  event 
of  changing  the  starting-point,  fog,  or  agreed  postponement  ; 
preparatory  gun  to  be  fired  ten  minutes  before  starting  signal, 
and  handicap  gun  two  minutes  after  ;  time  limit  for  races  six 
hours  ;  all  length  over  eighty-nine  feet  load  water-line  to  count 
double  in  figuring  racing  length  for  time  allowance  ;  vessels  to 
be  allowed  time  for  repairs  in  case  of  an  accident  ;  yachts  to  be 
measured  with  all  weights  on  board  to  be  carried  in  a  race, 
restrictions  as  to  bulkheads,  floors,  doors,  water-tanks  and  anchor 
being  waived.  The  following  agreement  was  also  made  as  to 
measurement  : 

"  If  either  yacht,  by  alteration  of  trim,  or  immersion,  by  dead 
weight,  increase  her  load  \\ater-line  length,  or  in  anyway  increase 
her  spur  measurement,  as  officially  taken,  she  must  obtain  a  re- 
measurement  by  special  appointment  before  the  next  race,  or, 
failing  this,  must  report  the  alteration  to  the  measurer  at  the  club- 
house at  10  p.  M.  of  the  day  before  the  race  following  such  altera- 
tion, and  must  arrange  with  him  for  remeasurement,  and  if 
required,  be  in  the  Erie  Basin  at  7  o'clock  a.  m.  of  the  day  of 
said  race,  and  there  remain  until  8  o'clock  a.  m.  if  necessary,  for 
purpose  of  remeasurement. 

[  163] 


f«95]  THE  LAWSON  HISTORY 

' '  If  either  yacht  decrease  her  measurements  for  racing  length  in 
any  way,  in  order  to  profit  thereby  in  time  allowance  in  any  race, 
she  must  obtain  a  remeasurement  by  special  appointment  before 
such  race,  or  notify  the  measurer  and  be  at  his  disposition  as 
above  described. 

"  A  measurement  taken  as  provided  above  shall  be  final,  and 
not  subject  to  protest  by  either  party." 

The  measurement  (|uestion  was  very  important,  as  most  of 
the  unfortunate  events  that  grew  out  of  these  races  revolved  around 
it.  That  Lord  Dunra\en  came  to  this  country  believing  the  cup 
racers  should  be  marked  on  the  water-line  is  sho\\n  by  his  letter 
of  October  25th,  1894,  in  which  he  suggested  that  the  vessels 
when  measured  should  be  so  marked.  When  signing  the  agree- 
ment above  quoted  he  did  not  bring  up  the  marking  matter. 
There  is  reason  for  belief,  however,  that  he  had  been  informed 
he  had  to  do  with  an  adversary  not  above  the  practice  of  altering 
the  trim  of  vessels  secretly.  If  the  seed  of  suspicion  were  thus 
planted  in  his  mind,  it  might  account  for  the  request  he  made  of 
the  America's  cup  committee  on  September  6th,  in  a  letter,  as 
follows  : 

It  is  ob\'ious  that  alterations  in  the  load  water-line  length 
of  a  vessel  may,  under  present  conditions,  be  made  without 
the  owner's  know  ledge,  and  without  possibility  of  detection. 
It  is,  of  course,  impossible  to  guard  absolutely  against  such 
an  occurrence.  But  these  contests  cannot  be  compared  with 
ordinary  races  ;  and  in  the  interest  of  the  public,  and  of  the 
owTiers  who  have  to  do  their  best  to  see  that  rules  are  obeyed, 
it  is  surely  right  and  necessary  that  the  cup  committee  should 
take  every  jn-ecaution  to  insure  that  the  vessels  sail  on  their 
measured  load  water-line  length. 

Here  was  strange  language.  What  had  put  such  thoughts  into 
Lord  Dunraven's  mind?  He  had  made  no  such  request  the  year 
before  ;  his  suggestion  of  October  25th,  1894,  was  not  men- 
tioned September  4th,  when  he  signed  the  agreement  of  condi- 
tions of  the  races.  But  his  letter  of  the  6th,  here  quoted,  was 
prefaced  by  the  statement  that  "on  reflection  "  he  did  not  con- 
sider this  matter  "  satisfactory."  According  to  the  gossip  of  the 
fleet  some  one  among  the  Americans  on  the  steamer  City  of 
Bridgeport,  Valkvrie's  tender,  had  been  telling  tales  of  alleged 
questionable  proceedings  with  water  ballast  on  a  vessel  formerly 
controlled  by  Mr.  Iselin.  The  origin  of  this  story  has  never  been 
made  clear,  but  as  its  substance  was  in  pretty  general  circulation 
at  that  time  among  yachtsmen,  nothing  was  more  natural  than 
that  it  should  reach  Lord  Dunraven's  ears,  if  he  chose  to  listen 
to  it. 

[  164  ] 


^   OF  THE 

'VERSITY 


of  THE  AMERICA'S  CVP  [•«95] 

The  New  York  Yacht  Club  acted  promptly  on  the  suggestion 
in  Lord  Dunraven's  letter,  and  appointed  a  special  committee  on 
Sept.  6th  consisting  of  Messrs.  Archibald  Rogers  and  A.  Cass 
Canfield,  to  go  to  Erie  Basin,  where  the  yachts  were  being 
measured,  and  grant  Lord  Dunraven's  request.  This  committee 
saw  Mr.  Iselin,  who  at  once  acquiesced  in  the  request.  Valkyrie, 
however,  had  already  been  measured  and  left  the  basin,  and  could 
not  be  brought  back  that  day,  owing  to  the  falling  of  the  tide. 
It  was  therefore  impossible  to  mark  the  boats  before  the  first  race, 
which  was  to  take  place  the  next  day. 

As  the  world  knows,  the  racing  between  Valkyrie  and  De- 
fender was  a  miserable  fiasco.  The  relative  merits  of  the  boats 
were  never  tested,  except  in  a  light  wind  on  the  first  day  they 
met,  Sept.  7th.  It  was  with  hopes  high  that  yachting  enthusiasts 
sailed  out  past  the  Hook  that  morning.  Valkyrie  III.  was  the 
ablest  boat  thus  far  sent  after  the  cup,  and  a  battle  royal  was 
expected.  The  mild  weather  and  lack  of  a  breeze  were,  there- 
fore, a  disappointment.  In  the  early  forenoon  the  wind  was  from 
the  northeast,  and  varied  from  six  to  eight  knots.  As  a  wind- 
ward course  could  not  be  laid  from  the  Sandy  Hook  light-vessel 
with  the  wind  in  this  quarter,  the  starting  line  was  shifted  to  a 
point  three  miles  northeast  from  Seabright,  N.  J.,  the  line  being 
formed  by  the  committee  boat  Luckenbach  and  another  tug.  The 
wind  having  hauled  to  E.  by  S.,  the  course  was  laid  in  that  direc- 
tion, fifteen  miles  to  windward.  The  weather  was  clear,  and 
there  was  a  heavy  swell  from  an  old  sea  ofi'shore,  causing  some 
unpleasantness  among  the  spectators  on  the  large  excursion  fleet 
assembled  around  the  starting  line.  There  was  notably  less 
crowding  on  the  part  of  excursion  steamers  at  the  start  than  in 
former  races.  A  patrol  fleet  of  twenty  steam  yachts  did  picket 
duty,  flying  the  New  York  Yacht  Club  flag  and  a  special  guard 
flag  of  white.  Steamer  captains  as  a  rule  regarded  their  admoni- 
tions, and  left  a  tolerably  clear  field  for  the  racers,  though  not  as 
clear  as  could  have  been  desired. 

The  preparatory  gun  was  fired  at  12.10,  and  the  starting  gun 
at  12.20.  Valkyrie  was  the  first  to  cross,  at  12.20.46.  Defender 
was  timed  four  seconds  later,  crossing  slightly  to  windward  of 
Valkyrie's  wake,  and  on  her  weather  quarter.  Both  were  on  the 
starboard  tack.  Valkyrie  was  admirably  handled  in  the  man- 
oeuvring for  the  start,  and  went  over  under  better  headway 
than  the  home  boat,  but  she  was  bothered  the  more  as  the  race 
progressed  by  the  roll  and  chop,  the  combination  of  light  wind  and 
lumpy  sea  being  ill  suited  to  her  beam. 

The  sails  of  the  British  boat  sat  to  perfection,  and  were  the 
finest  suit  ever  seen  on  a  cup  challenger.  Her  topsail  was  enor- 
mous, and  attracted  much  attention,   being  the  first  of  die  ex- 

[165] 


['«95]  THE  LAWSON  HISTORY 

tremely  large  club-topsails  that  afterward  became  familiar  in  cup 
races.  It  stood  up  like  a  board,  and  had  three  battens  on  the 
head.  Her  mainsail,  while  excellent,  was  no  better  than  Defend- 
er's. On  coming  to  the  line  Valkyrie  carried  a  baby  jib-topsail. 
Defender's  club-topsail  \vas  also  large,  and  was  very  white.  It 
was  set  over  a  cross-cut  mainsail  of  yellow  tinge.  She  carried  a 
No.  2  jib-topsail,  considerably  larger  than  Valkyrie's. 

The  first  hour's  sailing  made  i)ut  small  difference  in  the 
relative  position  of  the  boats,  although  Defender  was  in  a  posi- 
tion at  1.57  to  weather  her  rival,  which  slie  did  by  tacking 
across  her  bow.  Valkyrie  had  tried  the  same  mo\e  on  Defender 
ten  minutes  before  without  success.  From  this  point  on,  the 
home  boat  gradually  widened  the  gap  between  herself  and  the 
challenger. 

Half-way  out  to  the  mark  the  wind  hauled  a  couple  of  points 
southerly,  and  the  run  home  was  a  broad  reach.  To  the  outer 
mark  Defender  outsailed  Valkyrie  3  m.  27  s.,  and  on  the  home 
reach  4  m.  53  s.,  or  8  m.  20  s.  in  all,  to  which  was  added  an 
allowance  of  29  s.  There  was  nothing  notable  in  the  race.  Both 
boats  were  sailed  for  all  they  were  worth  in  such  weather. 

The  official  summary  : 


Elapsed 

Corrected 

Stan 

Outer  Mark 

Finish 

Time 

Time 

H.    M     s. 

H.    M.  s. 

H.    ivi.  s. 

H.   M.  s. 

H.    M.    S. 

lEFENDER   .... 

.        .        12.1050 

3.36.29 

5.21. 14 

5.00.24 

4-59-55 

ALKVRIE   HI. 

.        .        12,20.46 

3-39-5» 

5.29.30 

5.08.44 

5.08.44 

When  the  yachts  came  home  that  night  it  was  known  to  none 
but  the  regatta  *  and  cup  committees  of  the  New  York  Yacht 
Club  that  Lord  Dunraven  had  made  a  charge  bearing  an  imputa- 
tion of  fraud,  to  Mr.  Latham  A.  Fish,  the  New  York  Yacht  Club 
member  sailing  on  Defender,  namely  :  That  in  his  opinion 
Defender  sailed  the  race  immersed  three  or  four  feet  beyond  her 
length  as  measured  on  September  6th.  This  was  coupled  with  a 
request  for  remeasurement. 

"Lord  Dunraven  stated,"  reported  the  America's  cup  com- 
mittee subsequently,  "  that  he  believed  the  change  had  been  made 
without  the  knowledge  of  Defender's  owners,  but  that  it  must  be 
corrected  or  he  would  discontinue  racing." 

As  this  charge  became  the  basis  of  the  case  resulting  in  the 
expulsion  of  Lord  Dunraven  from  the  New  York  Yacht  Club,  and 
did  not  become  a  matter  of  public  record  until  some  weeks  after 
the  races  were  concluded,  it  is  made  the  subject  of  a  subsequent 
chapter  in  this  book. 

The  two  yachts  were  towed  to  Erie  Basin  on  the  8th,  re- 
measured,   and  marked,  as  requested  by  Lord  Dunraven.      Only 

*  The  regatt.i  committee  consisted  of  S.  Nicholson  Kane,  Chester  Griswold  and  Irving  Grinnell. 

[  16C  ] 


i 


^THE  AMERICA'S  CVP  [•^95] 

one-eighth  of  an   inch  difference  was  found  in   the   water-line  of 
Defender,   and  one-sixteenth  in  Valkyrie. 

When  Defender  and  Valkyrie  came  to  the  line  for  the  second 
race  in  the  series,  on  the  morning  of  September  10th,  the  public 
had  received  no  intimation  of  the  shadow  which  had  fallen  on  the 
sport.  It  was  therefore  with  expectations  of  a  fine  race  that  a 
great  crowd  gathered  to  witness  the  second  meeting  of  the  yachts. 
Indeed  there  was  every  prospect  of  a  good  race  that  day.  The 
weather  was  warm,  though  hazy,  the  incense  of  early  autumn  fill- 
ing the  air.  There  was  a  good  sailing  breeze  from  the  south 
when  the  yachts  came  to  the  line.  According  to  his  custom, 
Lord  Dunraven  sailed  on  Valkyrie,  and  with  him  were  his  two 
daughters.  Lady  Rachel  and  Lady  Eileen  Wyndham-Quin. 
George  L.  Watson,  Sailmaker  Ratsey,  of  Cowes,  Mr.  Arthur 
Glennie,  rear  commodore  of  the  Royal  Portsmouth  Yacht  Club, 
(one  of  Lord  Dunraven's  chief  advisers,)  and  Mr.  H.  Maitland 
Kersey,  of  New  York,  also  sailed  on  the  boat.  The  New  York 
Yacht  Club's  representative  on  board  was  Mr.  Joseph  R.  Busk. 
On  board  Defender  Lord  Dunraven's  representative  was  Mr.  B. 
D.  Henderson,  a  member  of  the  Royal  Yacht  Squadron.  Mr.  C. 
Oliver  Iselin  was  in  charge  of  Defender,  and  Capt.  Henry  C. 
Haff  was  at  the  wheel.  Capt.  Sycamore,  assistant  to  Capt.  Cran- 
field,  stood  at  Valkyrie's  tiller. 

The  course  was  set  ten  miles  S.,  to  windward  ;  ten  miles  N.  E. 
by  E.,  and  ten  miles  N.  W.  by  W.  ^/^  W.,  the  first  leg  being  to 
windward  and  the  other  two  reaches.  The  wind  was  light,  per- 
haps five  miles  an  hour,  when  the  boats  came  for  the  line  in  antici- 
pation of  the  starting-gvm.  On  the  weather,  or  westerly  end  of 
the  line,  was  the  committee  boat  Luckenbach,  at  the  leeward  end 
the  light-vessel. 

About  two  minutes  before  gun-fire  the  racers,  which  had  stood 
to  the  westward  of  the  line,  jibed  to  the  starboard  tack,  and  headed 
for  the  line,  in  a  southeasterly  direction.  In  their  course  and 
about  six  hundred  yards  from  the  Ime,  lay  the  large  steamer  City 
of  Yorktown,  carrving  excursionists.  Defender  went  astern 
and  to  leeward  of  her,  and  Valkjrie  by  her  bow.  As  the  two 
boats  cleared  the  Yorktown  their  courses  converged  for  the 
line  in  an  acute  angle,  Valkyrie  to  windward,  and  nearer  the 
line,  though  Defender  was  sailing  the  faster.  It  was  apparent 
to  all  who  saw  the  courses  of  the  vessels  that  unless  one  or  the 
other  gave  wa}^  they  would  foul  before  the  line  was  reached. 
Defender  being  to  leeward  had  the  right  of  way,  and  held  an 
undeviating  course  for  the  line,  maintaining  a  slightly  faster  pace 
than  her  rival  until  reaching  Valkyrie's  lee.  Valkyrie,  in  danger 
of  crossing  before  the  gun,  bore  off  toward  Defender.  To  many 
who  saw  the  move  it  appeared  that  Defender  was  holding  a  true 

[167] 


[■^95]  THE  LAWSON  HISTORY 

course,  while  Valkyrie  was  bearing  down  on  her,  and  it  also 
appeared  that  unless  Defender  gave  way  there  would  be  a  foul. 

Nearer  and  nearer  the  boats  came  to  one  another,  their  tall 
topsails  almost  toucliing  at  last,  and  their  speed  now  about  equal, 
when  suddenly  Capt.  Sycamore  luffed  Valkyrie,  expecting  to  crawl 
out  of  close  quarters.  He  was  too  late,  for  in  luffing  the  shackle 
of  the  iron  strap  on  the  end  of  Valkyrie's  main-boom  caught  in 
Defender's  starboard  topmast-shroud. 

There  was  a  loud  twanging  report  as  the  shroud  sprung  out  of 
the  spreader,  and  with  her  topmast  bending  like  a  whipstock 
under  the  weight  of  her  club-  and  jib-topsails,  Defender  bore  off  a 
little,  while  Valkyrie  straightened  her  course  for  the  line,  and 
went  over  thirteen  seconds  after  gun-fire,  follow  ed  by  deep-breathed 
cries  of  "  Shameful  !"  "  Outrageous  !"  and  other  expressions  of 
popular  wrath. 

As  Defender  fell  off  with  her  disabled  topmast  sagging  to 
leeward,  the  scarlet  protest-flag  fluttered  on  her  deck,  while  the 
answering  pennant  flew  from  the  committee  boat.  It  was  fully 
expected,  by  the  spectators,  that  Valkyrie  would  return  and  report, 
since  she  appeared  palpably  in  the  wrong  in  the  foul.  She  did 
not,  and  after  seeing  that  Defender's  gear  held  aloft,  Capt.  Haft' 
put  the  yacht  over  the  line,  one  minute  and  fifteen  seconds  after 
the  gun. 

The  race  that  followed  was  as  game  a  contest  as  a  disabled 
yacht  ever  sailed.  Fortunately  the  wind  on  the  first  leg  was  not 
strong,  and  the  sea  was  smooth.  Repairs  were  made  by  lashing 
Defender's  disabled  shroud  to  the  spreader,  but  as  it  could  not 
properly  be  set  up  with  the  boat  under  way  no  great  amount  of 
sail  could  be  carried  on  it  in  windward  work.  No  jib-topsail  was 
carried,  though  Valkyrie  used  one. 

The  time  on  the  first  leg  showed  that  Valkyrie  outsailed 
Defender  2  m.  50  s. 

On  the  second  leg  the  wind  freshened  to  ten  knots.  Valkyrie 
cracked  on  a  big  balloon  jib-topsail,  but  Defender  had  to  be  content 
with  a  small  one.  Her  gain  on  this  leg  was  seventeen  seconds. 
On  the  home  leg  Defender,  having  her  disabled  shroud  to  leeward, 
was  able  to  carry  full  sail  for  the  first  time,  and  under  a  press  of 
canvas  she  outsailed  Valkyrie  1  m.  17  s.,  making  a  gain  of  1  m. 
34  s.  on  the  last  two  legs.  She  was  outsailed  by  Valkyrie  over 
the  entire  course  by  1  m.  16  s.  elapsed,  and  by  47  s.  corrected 


lllllC. 

The 

official  summary  : 

First 

Second 

Elapsed 

Corrected 

start 

Mark 

Mark 

Finish 

Time 

Time 

H.    M.    S. 

H.    M.    s. 

H.     M.    S. 

H.    M.    S. 

H.    M.    s. 

H.    M.    S. 

Valkvbie    . 

I  1. 00.13 

IX. 57-43 

1.58.00 

2.55.22 

3-55-09 

3-55-09 

Defender   . 

.        .         11.01. 15 

1. 01. 35 

[ 

2.01.45 

168 ; 

2.57.40 

3.56.25 

3-55-56 

IP  • 


m 
if- 


'J    \    I'.''' 


^^BflyMgg-^ 


ti 


of  THE  AMERICA'S  CVP  [■«95] 

At  the  conclusion  of  tlie  race  Mr.  Iselin  made  a  written 
protest  to  the  regatta  committee,  as  follows  : 

Sept.  10th,  1895.     On  Board  Defender. 
To  THE  Regatta  Committee, 

New  York  Yacht  Club, 
Dear  Sirs,  — It  is  with  much  regret  that  I  hereby  protest 
the  Valkyrie  in  the  race  to-day.  I  shaped  my  course  for  the 
line,  (which  course,  according  to  my  orders,  was  not  altered 
in  the  slightest  degree),  on  the  starboard  tack,  with  sheets 
trimmed  down,  when  Valkyrie  bore  down  on  us  with  wide 
sheets,  and,  in  luffing,  fouled  our  starboard  main  rigging  with 
her  main-boom,  carrying  away  our  spreader,  and  springing 
our  topmast. 

Respectfully  yours, 

C.  Oliver  Iselin. 

To  this  Lord  Dunraven  made  reply  that  Defender  luffed  into 
Valkyrie  after  establishing  an  overlap,  and  therefore  was  to 
blame  for  the  foul.  He  stated  also  that  Valkyrie  only  just 
succeeded  in  clearing  the  committee  boat. 

That  these  statements  unfortunately  were  not  in  accordance 
with  the  facts  was  shown  by  photographs  taken  at  the  time  of  the 
foul,  and  five  seconds  afterwards,  which  the  committee  put  into  its 
report.  They  showed  Valkyrie  luffing,  and  with  ample  room  to 
clear  the  committee  boat. 

To  Americans  there  seemed  no  other  way  to  look  at  the  foul 
than  that  it  was  caused  by  V^alkyrie  bearing  down  on  Defender  to 
avoid  crossing  the  line  ahead  of  the  gun,  and  to  still  keep  her 
weather  position  until  gun-fire.  Lord  Dunraven,  though  an  author- 
ity on  navigating  vessels,  and  an  expert  sailor,  did  not  see  the 
facts  as  the  photographs  showed  them.  He  later  stated  that 
neither  he,  nor  Mr.  Henderson,  his  representative  on  Defender, 
saw  a  protest-flag  displayed.  It  certainly  was  displayed  very  prom- 
inendy,  and  twice,  before  Defender  crossed  the  line.  Being  scarlet, 
the  flag  could  easily  be  seen. 

The  regatta  committee  ruled,  after  examining  the  evidence, 
that  "  from  our  own  observation,  confirmed  by  that  of  others,  who 
were  in  good  position  to  see  all  that  occurred,  we  find  that  \^al- 
kyrie,  in  contravention  of  section  II.  of  racing  rule  16,  bore  down 
upon  Defender,  and  fouled  her  by  the  swing  of  her  main-boom 
when  luffing  to  straighten  her  course.  We  also  consider  the 
Defender  left  \'alkyrie  sufficient  room  to  windward  to  pass  clear  of 
the  committee  boat." 

The  protest  of  Mr.  Iselin,  therefore,  was  sustained,  and  the 
race   was   given  to  Defender.       Mr.    Iselin  offered  to   resail   the 

[  169] 


[■^95]  THE  LAWSON  HISTORY 

race  with  Lord  Dunraven,  but  the  offer  was  decUned,  and,  it 
appears,  very  properly,  by  Lord  Dunraven,  on  the  ground  that  the 
committee  having  given  the  race  to  Defender  he  could  not  accept 
an  offer  to  resail  it. 

Many  fair-minded  persons  thought  the  committee  in  error  in 
not  ordering  the  race  resailed,  as  it  had  power  to  do.  Wlien 
Sir  Richard  Sutton  was  fouled  by  Puritan,  and  had  a  right  to 
the  award  of  a  race,  he  refused  to  accept  it.  Lord  Dunraven 
was  not  of  Sir  Richard  Sutton's  sort,  and  the  regatta  committee, 
by  not  ordering  the  race  resailed,  lost  a  good  opportunity  to  set 
him  an  example  in  courtesy.  The  committee  decided  that  its 
powers  to  order  a  race  resailed  did  not  extend  to  a  race  decided  on 
a  protest  which  showed  one  of  the  contestants  to  have  been  at 
fault.  The  committee  ruled  that  its  power  to  order  a  race  resailed 
should  not  be  exercised  arbitrarily,  but  only  in  the  case  of  races 
given  up  when  neither  contestant  was  at  fault,  as  in  the  case  of 
fog.  Mr.  Iselin  placed  himself  and  Defender  at  the  disposal  of 
the  America's  cup  committee,  which,  "  while  declining  to  take  the 
initiative  and  order  the  race  resailed,  agreed  to  sanction  an  offer  to 
do  so  from  Mr.  Iselin  to  Lord  Dunraven,"  to  quote  the  com- 
mittee's report. 

There  were  not  a  few  members  of  the  New  York  Yacht  Club 
itself,  and  hosts  of  other  yachtsmen,  who  thought  this  a  fine  dis- 
tinction. Mr.  Iselin  later  made  a  tentative  offer  to  the  cup  com- 
mittee to  resail  all  the  races  with  Lord  Dunraven,  but  the 
committee  did  not  think  favorably  of  the  proposition. 

On  the  evening  of  September  10th  Lord  Dunraven  notified 
the  America's  cup  committee  that  unless  he  could  have  a  clear 
course  he  would  not  sail  on  the  12th.  His  communication  to  the 
committee  was  as  follows  : 

Yacht  Valka'Rie,  Sept.  10th,  1895. 

Gentlemen  :  It  is  with  great  reluctance  that  I  write  to 
inform  you  that  I  decline  to  sail  Valkyrie  any  more  imder  the 
circumstances  that  have  prevailed  in  the  last  two  races,  and 
for  the  following  reasons  : 

First.  To  attempt  to  start  two  such  large  vessels  in  a 
very  confined  space,  and  among  moving  steamers  and  tug- 
boats, is,  in  my  opinion,  exceedingly  dangerous,  and  I  will 
not  further  risk  the  lives  of  my  men  or  the  ship. 

Second.  At  the  start  of  the  first  race  the  crowding  was  so 
great  that  we  could  not  see  the  mark-boat,  and  could  not  tell 
when  we  were  near  the  line  ;  and  we  were  much  hampered 
by  steamers,  especially  on  the  reach  home. 

To-day,  on  the  reach  home,  eight  or  nine  steamers 
crossed   my  bow,  several    were    to  windward    of   me,   and, 

[170] 


^THE  AMERICA'S  CVP  [-^95] 

what  was  worse,  a  block  of  steamers  were  steaming  level 
with  me,  and  close  under  my  lee.  I  sailed  nearly  the  whole 
distance  in  tumbling,  broken  water,  in  the  heavy  wash  of  these 
steamers.  To  race  under  those  conditions  is,  in  my  opinion, 
absurd,  and  I  decline  to  submit  myself  to  them  again. 

I  would  remind  your  committee  that,  foreseeing  the 
trouble  that  might  occur,  I  urged  upon  them  the  desira- 
bility of  sailing  off  Marblehead,  or  in  some  locality  other 
than  New  York  Bay,  and  that  they  refused  to  do  so. 
At  the  same  time  I  wish  to  testify  to  my  full  belief  that 
your  committee  has  done  everything  in  their  power  to  prevent 
over-crowding. 

The  fact  is,  that  when  a  contest  between  the  representa- 
tives of  two  j'acht  clubs  creates  so  much  popular  interest,  and 
attracts  such  crowds  of  people,  if  the  races  are  sailed  in  the 
immediate  neighborhood  of  a  great  city,  and  if  the  dates  of 
races  and  times  of  starting  are  known  and  advertised,  it  is 
impossible  to  keep  a  course  free  from  causes  of  exceptional 
danger,  and  clear  enough  to  insure  the  probability  that  the 
result  of  the  match  is  decided  according  to  the  relative 
merits  of  the  competing  vessels. 

I  have  the  honor  to  remain, 

Your  obedient  servant, 

DUNRAVEN. 

This  was  ground  not  covered  in  the  articles  of  mutual  agree- 
ment governing  the  races,  as  construed  by  the  committee  of  the 
New  York  Yacht  Club.  Lord  Dunraven  was  the  victim  of  a  con- 
dition of  affairs  that  had  grown  worse  \\ith  each  cup  contest  off" 
Sandy  Hook,  and  he  doubtless  believed  he  was  interfered  with 
more  than  the  home  boat,  which  perhaps  was  but  natural  ; 
yet  he  had  infinitely  less  cause  for  complaint  than  Sir  Richard 
Sutton,  Lieut.  Henn  and  Mr.  Bell,  who  were  obliged  to  con- 
tend with  greater  crowding  on  the  inside  course  of  the  New 
York  Yacht  Club,  but  who  accepted  their  ill-fortune  without  a 
murmur. 

The  American  public  was  deeply  interested  in  the  perform- 
ance of  the  yachts,  and  this  interest  alone  led  to  the  crowding 
complained  of,  a  condition  that  had  existed  in  all  international 
matches,  on  both  sides  of  the  Atlantic,  from  the  first  race  sailed 
for  the  cup. 

It  will  be  recalled  that  in  the  Ijondon  Illustrated  J\ews'  account 
of  the  America's  race  at  Cowes  it  was  stated  that  "steamers, 
shore-boats  and  yachts  of  all  sizes  buzzed  along  on  each  side  of 
the  course,  and  spread  away  for  miles  over  the  rippling  sea." 
Lord  Dunraven's  former  challenger,  Valkyrie  IL,  was  run  down 

[171] 


[■«95]  THE  LAWSON  HISTORY 

and  sunk*  in  tlie  Clyde  in  the  season  of  1894,  by  the  cutter  Sata- 
nita,  owing  to  crowding  around  the  starting-line. 

The  New  York  Yacht  Club  sent  a  special  committee  to  Lord 
Dunraven  on  September  11th,  to  confer  with  him,  and  if  possible 
reach  some  agreement  that  would  lead  him  from  the  course  he 
threatened.  Nothing  was  accomplished,  for  at  11.30  on  the  night 
of  September  11th  Lord  Dunraven  addressed  a  letter  to  the  cup 
committee,  in  which  he  admitted  that  the  committee  could  not 
promise  a  clear  course,  but  stating  that  he  would  sail  the  race  if 
the  committee  would  take  it  upon  itself  to  declare  the  race  void 
if  the  vessels  were  interfered  with  by  steamers.  This  the  com- 
mittee had  no  authority  to  do.  It  therefore  instructed  the  regatta 
committee  to  prepare  to  start  the  race  of  the  12th. 

Although  the  public  knew  nothing  on  the  12th  of  what  was 
going  forward,  there  was  a  premonition  of  trouble  off  Sandy  Hook 
when  the  excursion  fleet  arrived,  and  Valkyrie  was  seen  coming 
out  under  jib  and  mainsail,  without  her  topsail  aloft,  and  with  no 
preparations  going  on  to  make  ready  for  the  race. 

The  wind  was  light  offshore,  a  gentle  breeze  N.  by  W.  The 
course  was  laid  S.  by  E.  Around  the  starting-line  the  course  w'as 
clearer  than  it  had  been  in  any  previous  race  in  years,  there  being 
a  decided  disposition  on  the  part  of  steamer  captains  to  accede  to 
the  request  of  the  patrol  fleet  to  keep  away  from  the  racers.  At 
10.55  a  gun  was  fired  on  the  committee  boat  indicating  a  postpone- 
ment of  the  start  for  fifteen  minutes.  This  gave  the  excursionists 
an  impression  that  something  indeed  w  as  wrong,  and  the  strongest 
curiosit}'  was  manifested.  There  had  been  hints  in  the  press  that 
Lord  Dunraven  was  about  "  to  quit,"  and  the  public  could  hardly 
believe  that  so  plucky  a  challenger  would  retire  in  that  way. 

The  preparatory  gun  was  fired  at  11.10,  but  none  of  the 
smart  preliminary  manoeuvring  for  position  follow  ed  it  that  is  usual 
in  a  cup  race.  Valkyrie  was  some  distance  from  the  line,  still 
under  mainsail  and  jib  only,  and  with  very  little  headway.  The 
starting-gun  was  fired  at  11.20,  and  twenty-four  seconds  later  De- 
fender crossed  the  line.      Valkyrie,  still  moving  slowly,  crossed  at 

*  The  accident  occurred  July  S^h,  1894,  at  the  George   L.    Watson.      The  wind  was  strong,  with 

regatta  of  the  Mudhook  Yacht  Club  on  the  Firth  of  frequent    rain    squalls.      Vallcyrie    was    bearing    for 

Clyde,   when  Valkyrie   II.,  Satanita,  Britannia  and  the  line  on   the  starboard   tack,  therefore  with  the 

Vigilant  were  manceuvring  for  the  start.      One  end  right  of  way,  when  Satanita  on  the  port  tack  luffed 

of  the  line  was  near  a  fleet  of  yachts  at  anchor,  leav-  sharply    to   avoid    sinking  a  small  boat  loaded  with 

ing  the  yachts  room  to  work  only  about  the  other  spectators   that  got  in  her  way,  and  while  going  at 

end.      Here  were  gathered  **  an  immense  flotilla  of  high   speed   struck  Valkvrie   amidships,  cutting   her 

pleasure  craft,"  to  quote  an   English  journal,  there  down    nearly    to    the    centre    line.      Valkyrie  sunk 

being    considerable    popular  interest   in   the    Yankee  in  three  minutes.      All   on   board  were  rescued,  but 

boat.      It  was  a  race  for  amateur   helmsmen  on  the  a   seaman,    named  Brown,    was  so  seriously  injured 

British  boats,  and  Lord   Dunraven  was  at  the  tiller  that  he  died  in  a  few  hours.      The  vessel  was  aban- 

of  Valkyrie.      Robert  C.  Ure,  Esqr.,  a  Clyde  ama-  doned  by  Lord  Dunraven  to  the  underwriters,  who 

teur,  steered  Satanita,  and  her  owner,  A.  D.  Clarke,  raised  her,  and  broke  her  up.      The  lead  in  her  keel 

Esqr.,  was  on  board.      On   Valkyrie  as  guests  were  was  used  on  Valkyrie  III. 
Lord  and  Lady  Algernon  Gordon  Lennox,  and  Mr. 

[  172  J 


!  ii'Jy  J 


OF  THt 


irc>TV 


o/THE  AMERICA'S  CVP 


[■895] 


11.21.59,  but  as  soon  as  she  was  over  her  tiller  was  jammed  down, 
she  came  up  under  the  stern  of  the  light-vessel,  and  headed  for 
port,  at  the  same  time  breaking  out  the  New  York  Yacht  Club 
flag  at  the  truck.  Later  she  picked  up  her  tug  and  was  towed 
back  to  Bay  Ridge,  *  leaving  the  field  to  her  rival,  who  went  over 
the  course,  followed  by  the  excursion  fleet.  Before  crossing  the 
starting  and  finish  lines  Mr.  Iselin  asked  the  authority  of  the 
regatta  committee  to  cross,  which  was  granted  him,  because 
"they  had  received  no  authority  to  alter  the  conditions  of  the 
match,"  to  quote  the   committee's   report. 

Defender's  time  was  as  follows:  Start,  11.20.24;  finish, 
4.04.36;   elapsed  time,   4.44.12;   corrected  time,   4.43.43. 

Before  returning  to  England  Lord  Dunraven  wrote  his  report 
of  the  races  to  the  Royal  Yacht  Squadron  under  date  of  Sep- 
tember 24th. 

Extracts  from  this  report  may  be  quoted  here  to  show  his 
views  on  some  of  the  points  developed  in  the  series.  Writing  of 
the  race  of  September  7th,  he  said  : 

On  the  first  race  we  made  a  bad  start.  We  lost  sight 
of  the  mark-boat  when  close  to  the  line,  bore  up  without, 
as  it  turned  out,  any  necessity  for  doing  so,  and  lost  our 
weather  berth.  But  the  ship  sailed  remarkably  well,  es- 
pecially considering  that  the  conditions  we  least  desired  pre- 
vailed, namely,  a  very  light  wind  and  a  good  deal  of  swell. 

She  worked  out  clear  very  fast  from  under  Defender's 
lee,  and  we  were  in  a  very  good  position  and  would,  I  am 
convinced,  have  rounded  the  weather  mark  well  ahead  had 
not  the  wind  northerned  three  or  four  points  and  broke  us  off" 
badly. 

We  made  two  palpable  mistakes.  When  we  stayed  to 
the  eastward  to  fetch  the  mark  the  wind  broke  us  ofl'  about 
three  points,  and  when  we  stayed  back  to  port  tack  to  cross 
Defender  on  the  starboard  tack,  the  wind  broke  us  off"  again 
and  freed  her,  and  we  were  forced  to  stay  again  for  her. 
Against  all  that,  of  course,  there  is  nothing  to  say.     It  was 

*  Valkyrie's  subsequent  career  was  little  more  several  seasons  as  Meteor,  made  her  a  training  vessel 
brilliant  than  her  performance  otT  Sandy  Hook,  for  German  naval  cadets,  re-naming  her  Comet. 
She  was  taken  back  to  England  that  fall,  but  in  fol-  Galatea  is  used  by  Mrs.  Henn  as  a  houseboat,  at 
lowing  seasons  she  proved  a  white  elephant  on  the  Dartmouth.  Genesta  was  broken  up  at  Gosport  in 
hands  of  her  owner,  under  English  racing  rules,  1899.  The  careers  of  the  Canadian  challengers 
while  Lord  Dunraven  ceased  active  racing.  Valky-  have  been  described.  Livonia  is  still  in  commission, 
tie's  life  was  a  short  one,  for  she  was  broken  up,  on  as  a  cruising  schooner  yacht.  Cambria,  first  chal- 
the  Clyde,  in  the  summer  of  1901 .  This  fact  calls  lenger  for  the  cup,  at  the  conclusion  of  her  racing 
to  mind  the  reflection  that  cup  challengers,  like  cup  career  became  a  trader  on  the  coast  of  Africa.  She 
defenders,  soon  disappear  from,  public  view  after  their  next  passed  into  the  hands  of  a  coal-carrying  corn- 
racing  careers  are  over.  Valkyrie  H.  was  sunk  in  pany,  and  as  late  as  1900  was  used  in  freighting  coal 
collision  in  1894,  as  noted.  Thistle  was  purchased  from  Swansea,  Wales,  to  Cork.  She  was  aftcr- 
by    the    German    Emperor,    who   after   racing    her  ward  laid  up  at  the  latter  port. 

[  173] 


['^95]  THE  LAWSON  HISTORY 

bad  judgment  on  our  part,  or  bad  luck  ;  but  I  am  perfectly 
satisfied  with  the  way  the  vessel  turned  to  windward.  As 
to  the  reach  home  it  is  impossible  to  judge,  owing  to  the 
crowding  of  steamers,  but  my  belief  is  that  Defender  would 
have  reached  us  in  any  case,  though  certainly  not  to  anything 
like  the  same  extent. 

The  second  race  was  sailed  on  the  10th.  The  starting- 
line  was  again  crowded  to  a  dangerous  extent.  .  .  .  On  the 
reach  from  the  second  mark  home  the  steamers  interfered  to 
an  extent  unprecedented  in  my  experience  on  this  occasion 
or  in  1893.  Some  eight  or  nine  vessels  crossed  our  bows, 
and  a  large  number  packed  closely  together  and  steaming  at 
a  high  rate  of  speed  kept  level  with  us  to  leeward,  their 
wash  running  up  against  the  wind  and  natural  sea  giving  us 
heavy  broken  water  to  sail  through.  I  make  no  accusation  of 
partiality,  I  only  say  that  whereas  the  ship,  [Valkyrie],  which 
was  behind  on  the  first  day  got  much  of  the  worst  of  the 
wash,  the  ship  which  was  in  front,  [Valkyrie],  got  much  the 
worst  of  it  on  the  second  day.  I  made  up  my  mind  that  it 
was  perfectly  useless  to  sail  under  such  circumstances,  and 
communicated  my  decision  to  the  gentlemen  on  the  Valky- 
rie. On  my  return  to  the  City  of  Bridgeport  that  e\'ening  I 
wrote  a  letter  to  the  committee  giving  my  decision  and  my 
reasons  for  arriving  at  it. 

Lord  Dunraven  stated  in  his  report,  regarding  the  last  race  : 

I  was  in  hopes  until  the  last  moment  that  the  race  would 
be  postponed.  I  do  not  wish  to  comment  upon  the  action  of 
the  committee,  but  I  must  express  my  extreme  regret  that  the 
race  was  not  postponed. 

Regarding  the  foul  he  w  rote  : 

I  do  not  for  a  moment  impugn  the  action  of  the  Regatta 
Committee  ;  but  I  think  myself  entitled  to  call  your  attention 
to  the  protest,  to  a  written  statement  handed  in  by  me  before 
giving  verbal  evidence,  and  to  the  terms  of  the  decision  of  the 
Regatta  Committee. 

To  my  statement  I  have  little  to  add.  I  know  that  when 
we  luffed  to  try  and  avoid  a  foul  we  were  in  danger  of  run- 
ning into  the  committee  boat.  I  could  see  her  just  to  leeward 
of  our  bowsprit,  and  so  close  to  that  I  was  within  an  ace 
of  ordering  the  helm  hard  down  instead  of  hard  up,  fearing 
we  could  not  clear  her  ;  but  eventually  we  just  scraped  clear 
by  putting  the  helm  hard  up. 

Neither  vessel  liad  her  sheets  in,  this  I  can  swear  to,  so 
can  my  representative  on  Defender,  and  the  enclosed  pho- 

[  174] 


o/THE  AMERICA'S  CVP  [.^95] 

tograph  proves  it  ;  both  were  well  oft"  the  wind,  immediately 
before  the  foul.  I  stated  and  still  hold  that  Valkyrie  was 
pointing  just  well  clear  of  the  weather  end  of  the  line,  namely, 
the  committee  boat;  that  we  did  not  bear  down,  but  that 
Defender  luflTed  into  us.  But  assuming  me  to  be  wrong,  I 
fail  to  see  what  rule  was  broken. 

The  rule  that  a  vessel  is  not  allowed  to  bear  another 
vessel  off"  her  course  in  order  to  prevent  her  passing  to  lee- 
ward, is,  I  apprehend,  intended  to  apply  to  a  vessel  sailing  a 
definite  course  to  some  definite  point.  How  can  it  apply 
to  vessels  manoeuvring  for  a  start  ?  Under  sucli  circum- 
stances the  only  course  that  can  be  said  to  be  given  them  is  to 
get  to  the  starting-line.  Both  vessels  were  oflP  the  wind, 
Valkyrie  about  half  a  length  ahead,  to  windward.  There 
could  not  be  any  possible  question  of  endeavoring  to  prevent 
Defender  passing  to  leeward,  as  both  vessels  were  practically 
at  the  line,  the  foul  occurring  about  fifteen  seconds  before 
gun-fire. 

Defender  had  the  whole  length  of  the  line  clear  to  lee- 
ward ;  she  further  had  the  two  minutes  additional  handicap 
time,  which  her  manager  specially  insisted  upon,  of  which  to 
avail  herself.  I  fail  to  see  how  any  rule  could  be  broken 
unless  we  had  borne  her  down  on  top  of,  or  to  leeward  of 
the  lightship,  which  represented  the  other  end,  or  leeward 
end  of  the  line.    .   .   . 

While  accepting  the  verdict  of  the  Regatta  Committee 
without  demur,  I  am  bound  to  say  I  think  their  judgment 
was  given  on  a  mistaken  estimate  of  the  circumstances  of  the 
relative  position  of  the  vessels  in  respect  to  the  direction  of 
the  wind  and  the  starting-line.  I  may  further  say,  that 
being  in  the  best  possible  position  in  a  weather  berth,  (of 
which  we  could  not  be  deprived),  we  had  nothing  to  gain,  and 
everything  to  lose,  by  causing  a  foul.  I  considered  Defender 
responsible  for  the  foul,  and  I  ought  perhaps  to  have  pro- 
tested. But  I  thought  it  possible  the  foul  at  the  last  moment 
was  accidental,  and  I  refrained  from  protesting. 

I  saw  no  protest-flag  shown  on  Defender,  nor,  I  may  add, 
did  Mr.  Henderson,  my  representative  on  Defender.  Had  I 
been  aware  that  Defender  had  protested,  I  would  certainly 
have  done  the  same. 

With  regard  to  his  turning  back  after  crossing  the  line  on  the 
12th,  Lord  Dunraven  reported  : 

When  I  went  to  Sandy  Hook  on  Thursday  morning,  I 
was  in  ignorance  as  to  the  intentions  of  the  committee,  but 
while  I  thought  and  hoped  they  would  postpone  the  race,  by 

[  175  J 


[.895]  THE  LAWSON  HISTORY 

the  simple  process  of  hoisting  letter  G,  (see  sailing  direc- 
tions), I  crossed  the  line  because  I  thought  the  agreement 
demanded  it  ;  because  I  thought  it  the  most  courteous  thing 
to  do,  and  because  I  had  told  Mr.  Canfield  and  Mr.  Busk  I 
would  do  so.  Having  crossed  the  line  and  returned,  I  con- 
sidered the  match  over,  took  down  my  racing  flag,  and  hoisted 
the  burgee  of  the  New  York  Yacht  Club,  of  which  I  have  the 
honor  of  being  an  honorary  member.  I  hoped  that  A\ould  have 
been  construed  as  I  intended  it  to  be,  into  a  sign  of  friendship 
and  courtesy.  It  appears  to  have  had  an  opposite  effect.  I 
had  no  idea,  until  the  starting-gun  was  fired,  what  the  com- 
mittee intended  to  do,  or  whether  the  Defender  was  aware 
of  my  decision,  or  whether  any  notice  had  been  given  to  the 
public.    .    .    . 

The  contention  that  I  broke  mv  agreement  by  allowing 
Defender  practically  to  walk  over  for  the  final  race  is  scarcely 
worth  considering.  It  was  the  business  of  the  committee  to 
keep  a  reasonably  clear  and  safe  course.  It  was  not  my  busi- 
ness to  dictate  to  them  the  means  they  w  ere  to  employ.  I 
could  only  warn  them  and  ask  them,  and  that  I  did  over  and 
over  again.  Failing  a  reasonably  safe  and  fairly  clear  field,  I 
was  not  bound  by  an  agreement  to  sail  the  ship  around  the 
course  under  circumstances  which  gave  her  no  fair  chance. 
I  fulfilled  all  strict  liabilities  by  crossing  the  line. 

American  yachtsmen  did  not  agree  with  this  view.  Lord 
Dunraven  agreed  to  sail  a  certain  number  of  races.  There  was 
no  agreement  that  the  course  should  be  clear.  That  the  crowding 
of  the  course  by  steamers  was  objectionable  nobody  denied,  but  no 
one  had  the  power  to  make  a  change  for  the  better.  Lord  Dun- 
raven's  protests  bore  good  fruit,  however,  for  before  another  series 
of  races  were  sailed  a  way  was  found  to  keep  the  courses  clear. 

As  to  the  point  made  by  Lord  Dunraven  regarding  postpone- 
ment, the  America's  cup  committee,  in  a  special  report  written 
Dec.  14th,  had  this  to  say  : 

It  seemed  to  them  [the  committee]  useless  and  imdig- 
nified  to  delay  the  start  for  further  parley  with  a  challenger 
who  in  the  middle  of  a  contest  had  seen  fit  to  advance  new 
conditions  in  the  form  of  an  ultimatum,  imder  a  threat  to 
withdraw.  With  a  perfectly  clear  start  and  every  indication 
of  good  intentions  on  the  part  of  accomjxuiving  vessels,  it 
seems  to  us  impossible  to  justify  Lord  Dunraven's  conduct  as 
a  sportsman  in  not  starting  and  sailing  the  race  at  least  until 
such  time  as  he  had  reason  to  complain  that  his  vessel  was 
suflering  from  interference. 

I   176] 


of  THE  AMERICA'S  CVP  [-^95] 

Lord  Dunraven's  attitude  was  a  disappointment  to  American 
yachtsmen.  He  knew  crowding  was  a  condition  to  be  met  in 
yacht  races  here,  as  everywhere.  He  made  trouble  through  a 
vague  charge  of  fraud,  then  shifted  ground  and  refused  to  sail 
because  he  was  not  assured  a  clear  course.  That  he  sincerely 
believed  himself  right  there  can  be  no  question,  though  his  judg- 
ment cannot  well  be  commended.  That  he  was  badly  advised 
there  seems  litde  doubt.  When  he  returned  to  England  he  was 
easily  the  most  unpopular  Englishman  who  ever  left  this  country. 
It  is  hard  to  justify,  in  American  eyes,  what  is  popularly  called 
"quitting,"  no  matter  what  motives  govern  the  act.  There  is  a 
feeling  in  this  country  that  a  sportsman  should  ' '  take  his  medi- 
cine "  when  once  embarked  in  a  sporting  venture,  come  what 
will.      This  Lord  Dunraven  did  not  do. 

While  the  Dunraven  affair  was  before  the  public  the  New 
York  Yacht  Club  received  a  challenge  on  behalf  of  Mr.  Charles 
Day  Rose,  from  the  Royal  Victoria  Yacht  Club,  under  date  of 
Sept.  28th.     It  was  as  follows  : 

J.  V.  S.  Oddie, 

Secretary/,  jYew  York  Yacht  Club. 

Dear  Sir,  — I,  on  behalf  of  the  Royal  Victoria  Yacht  Club, 
and  in  the  name  of  Charles  D.  Rose,  a  member  of  the  club, 
challenge  to  sail  a  series  of  matches  for  the  America's  cup  in 
1896,  with  the  cutter  yacht  Distant  Shore,  load  water-line  89 
feet. 

In  the  event  of  this  challenge  being  accepted  I  should  be 
obliged  if  you  would  kindly  inform  me  what  dates,  courses 
and  conditions   the   New  York  Yacht  Club   will   propose  to 

govern  the  races. 

Percy  TaELUSsoy, 

Secretary,  Royal  Victoria  Yacht  Club. 

This  challenge  was  accepted  on  October  14th,  1895,  and  the 
conditions  were  forwarded  the  next  day.  These  conditions  were 
in  the  main  identical  with  those  that  governed  the  races  between 
Defender  and  \^alkyrie  III.,  with  a  few  additions,  some  of  which 
were  suggested  by  the  Dunraven  affair.  The  four  chief  additions 
were  :  The  vessels  when  measured  to  be  distincdy  marked  ' '  at 
the  load  water-line  at  the  bow,  and  as  far  aft  as  possible  ;  "  the 
regatta  committee  reserved  the  right  to  postpone  the  start  in  the 
event  of  undue  crowding  about  the  line  ;  the  time  limit  was  to  be 
five  and  a  half  instead  of  six  hours,  and  the  limit  of  crew  to  be 
fixed  at  one  man  for  every  two  feet  of  racing  length. 

On  October  22d  Mr.  Rose  withdrew  his  challenge,  "  in  view  of 
repeated  comments  that  it  might  be  construed  as  an  expression  of 
opinion  on  Lord  Dunraven's  action  in  connection  with  the  last 
"  [  177  ] 


['895] 


THE  LAWSON  HISTORY 


races."  Mr.  Rose's  challenge  was  the  subject  of  considerable 
comment,  being  called  by  one  English  critic  "an  after-dinner 
affair,"  while  there  was  considerable  speculation  among  American 
yachtsmen  as  to  what  influenced  him  to  \\ithdraw  it.  Mr.  Rose 
was  London  representative  of  a  New  York  banking  house,  and  had 
lived  many  3-ears  in  the  United  States.  He  was  connected  v/ith 
turf  sports,  but  was  not  a  yachtsman.  His  proposed  challenger 
was  to  be  from  the  designing  board  of  George  L.  Watson.  She 
was  eventually  built  in  1899,  but  not  on  the  dimensions  indicated 
in  Mr.  Rose's  challenge.  She  was  not  launched  until  the  spring 
of  1901,  when  she  was  purchased  by  Kenneth  Clark,  Esqr.,  of 
Paisley,  and  was  christened  Kariad.  Her  racing  in  the  Clyde, 
in  1901,  showed  her  to  be  a  smart  boat,  though  not  of  the  cup 
class.  Her  load  water-line  length  was  80  feet,  overall  length  108 
feet,  beam  20  feet,  and  draft  17  feet. 


[178] 


-1/ 


1         vWv\;  ^jT  3\  \' 


\ 


^^bh; 


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ipS'ViiiJS-''. 


^"^-^^^fi/A 


^-■~ — lJ;^,i 


.]>     J* 


•«-'!«*. 


"ssas;... 


of  THE  AMERICA'S  CVP      [.895.^96] 

LORD  DUNRAVEN  MAKES  CHARGES 
OF  FRAUD  AND  A  HEARING  IS  HELD 
ON  THEM:   1895-1896.      CHAPTER  XII. 

ORD  DUNRAVEN  returned  to  England  shortly 
after  the  races,  sailing  from  Newport,  where  he 
received  considerable  social  attention,  on  the  ship- 
rigged  steam-yacht  Valhalla,  owned  by  Joseph 
Frederick  Laycock,  Esqr.,  of  the  Royal  Yacht 
Squadron.  On  October  24th  the  America's  cup 
committee  of  the  New  York  Yacht  Club  made 
^_  _^      its    report    to    the   club    on    the    cup   races.      In 

(D^*^— lcs*"^S2«)  this  report  there  was  mention  of  the  complaint 
made  by  Lord  Dunraven  on  September  7th,  to  the  effect  that  he 
believed  Defender  sailed  the  first  race  on  a  longer  water-line  than 
she  was  allowed.  This  complaint,  the  committee  stated,  had  been 
regarded  as  a  call  for  remeasurement  solely,  the  imputation  of 
fraud  being  so  vague  as  to  be  overlooked.  The  boats  were  re- 
measured  on  the  8th  of  September,  and  their  water-lines  were 
found  to  be  practically  the  same  as  when  they  were  measured 
on  the  6th  for  the  races.  This,  the  committee  believed,  ended 
the  matter. 

The  committee's  report  was  given  to  the  press.  The  impu- 
tation of  Lord  Dunraven  not  having  been  pressed  by  him,  and 
being  treated  as  something  which  had  been  settled  by  the  accep- 
tance of  the  remeasurement,  did  not  excite  a  very  great  degree 
of  interest  when  the  report  was  published,  as  the  public  was 
already  tired  of  the  subject. 

Intense  indignation  was  aroused,  however,  on  November  9th, 
when  cabled  reports  from  London  stated  that  Lord  Dunraven  had 
published  in  the  Loiidoti  Field  an  article  reiterating  in  plain  lan- 
guage the  imputations  of  fraud  contained  in  his  request  for  re- 
measurement of  the  boats  made  on  the  7th  of  September. 

The  article  in  the  Field  was  identical  with  a  pamphlet  Lord 
Dunraven  had  written  on  the  subject,  and  contained  his  official 
report  of  the  races,  with  the  charges  of  fraud  reiterated  therein, 
that  he  had  sent  to  the  Royal  Yacht  Squadron,  under  whose  flag 
he  sailed. 

Lord  Dunraven's  statements  pertaining  to  the  alleged  fraud 
were  as  follows  : 

The  first  race  was  sailed  on  September  7th.  I  am  of 
opinion  that  Defender  did  not  sail  on  her  measured  L.  W.  L. 
length  during  that  race. 

[179] 


[.8,5,896]      THE  LAWSON  HISTORY 

I  should  first  explain  that,  to  the  best  of  my  belief,  none 
of  the  gentlemen  interested  in  Defender  lived  on  board  of  her 
or  on  board  of  her  tender,  the  Hattie  Palmer  ;  that  Defend- 
er's crew  slept  on  board  her,  and  that,  in  consequence,  a 
good  deal  of  material,  and  men's  cots,  etc.,  had  to  be  trans- 
ferred backwards  and  forwards  between  the  Hattie  Palmer 
and  Defender.  A  good  opportunity  was  afforded  us  of  ob- 
serving Defender  when  she  lay  close  to  us  in  the  Erie  Basin 
previous  to  docking  after  her  final  trial  race  with  Vigilant,  on 
August  31.  When  she  came  into  the  basin  to  be  measured 
on  September  6th  it  was  plain  to  me,  as  to  all  on  board  the 
City  of  Bridgeport  [Valkyrie's  tender],  that  she  was  floating 
considerably  higher  than  on  former  occasions.  That  was,  of 
course,  quite  unobjectionable.  I  may  mention  that  accord- 
ing to  Mr.  Hyslop,  the  official  measurer.  Defender  was  some 
six  inches  shorter  when  measured  for  the  cup  races  than  when 
measured  for  Goelet  cup  races.  Both  yachts  lay  inside  Sandy 
Hook  on  Friday  night  ;  Defender's  tender,  the  Hattie  Palmer, 
lay  alongside  her,  and  the  crew  were  at  work  from  dark  to 
one  in  the  morning.  On  Saturday  morning  my  attention  was 
drawn  by  those  on  board  the  City  of  Bridgeport,  including 
representatives  of  her  American  crew,  to  the  fact  that  De- 
fender was  visiblj'  deeper  in  the  a\  ater  than  when  measured. 
She  so  appeared  to  me  ;  but  as  her  tender  was  alongside  and 
engaged,  apparently,  in  taking  material  out  of  her,  it  A\'as 
impossible  to  form  a  definite  opinion  at  that  time. 

When  I  put  Mr.  Henderson,  my  representative,  on  board 
Defender,  about  9  a.m.,  after  the  Hattie  Palmer  had  left  her, 
I  felt  perfectly  certain  that  the  Defender  \\  as  immersed  deeper 
than  when  measured.  Not  only  \\as  her  bobstay  bolt  nearer 
the  water,  which  might  have  been  the  result  of  alteration  of 
trim,  but  judging  by  the  line  of  bronze  plating,  and  by  the 
fact  that  a  pipe  amidships  which  was  flush  with  the  water 
when  measured,  was  nowhere  visible,  she  was,  in  my  delib- 
erate opinion,  floating  about  four  inches  deeper  in  the  water 
than  when  measured. 

I  was  reluctant  to  make  a  formal  complaint  to  the  cup  com- 
mittee on  a  matter  which  it  was,  of  course,  impossible  for  me 
to  verify  ;  and  in  any  case  nothing  could  be  done  before  the 
races  started  ;  but  as  soon  as  Mr.  Latham  Fish,  a  member 
of  the  committee,  came  on  board  \'alkyrie,  as  Defender's 
representative,  and  before  the  races  started,  I  stated  the 
whole  case  to  him  ;  told  him  I  thought  some  mistake  had 
been  made,  and  that  all  the  weight  put  into  Defender  after 
measurement  had  not  been  taken  out  before  the  race  ;  that  I 
was   positively  certain  that   she  was   sailing   at   least  a   foot 

[  180  ] 


Tuaiijiiilar  courecs   may    lie   laiti    witliiii    thf    fxtrcme 

[Kniiti,  Mhuwn  on  the  lu-milc  raUttm  from  Satidj    lIiK»k  -j 

Strm;rKiuway  comics  may  be  laid  on  any  one  of  Iho 

points  bIiowii  on  tht-  Ij-inilc  radium.  <   ,, 

Tlie  niBidc  course  of  tli»>  N.  Y.  Y.  C.  Bhown  on  tho  left,  I  in 

wiiB  lust  uisod  for  cup  matches  in  ISS".  *'  ' 


of  THE  AMERICA'S  CVP      [.«95-.896] 

beyond  her  proper  length,  and  I  requested  him  to  take  the 
earliest  opportunity  of  mentioning  the  matter  to  the  committee. 
Mr.  Fish  asked  me  what  suggestions  I  could  make,  and  I 
replied  to  the  effect  that  I  wished  the  committee  to  put  one  of 
the  members,  or  some  reliable  representative,  on  board  of  each 
yacht  immediately  after  the  race,  and  to  have  both  vessels 
remeasured,  if  possible,  that  evening.  If  that  were  impos- 
sible, then  that  the  members  of  the  committee,  or  their  repre- 
sentatives, should  stay  on  board  in  charge  of  the  vessels  until 
they  were  measured  ;  that  the  L.  W.  L.  should  be  marked 
on  both  vessels  externally  in  such  a  way  as  to  be  plainly  visi- 
ble, and  that  the  committee  should  take  any  other  steps  they 
thought  desirable  to  insure  that  the  yachts  should  not  exceed 
their  L.  W.  L.  length  when  racing. 

I  put  Mr.  Fish  on  board  the  committee  boat  immediately 
after  the  race.  No  action  was  taken  that  evening,  beyond 
ordering  the  vessels  to  be  remeasured  and  marked  externally 
on  the  day  following.  No  members  or  representatives  of  the 
committee  were  placed  in  charge  pending  the  measurement, 
as  I  had  requested. 

Had  this  been  done  my  contention  that  Defender  exceeded 
her  measured  length  and  the  extreme  limit  of  length  imposed 
by  the  agreement  and  deed  of  gift,  namely,  ninety  feet,  would 
have  been  proved  or  disproved.  Defender  lay  Saturday  night 
at  Bay  Ridge  with  the  Hattie  Palmer  alongside  of  her.  Both 
yachts  were  measured  on  the  following  day,  (Sunday  after- 
noon), when  their  L.  W.  L.  length  was  found  to  be  practi- 
cally the  same  as  when  measured  on  the  Friday  previous  ; 
but  obviously  that  fact  affords  no  proof  that  either  or  both  of 
them  had  not  exceeded  the  measured  length  when  sailing  on 
Saturday. 

The  New  York  Yacht  Club  at  once  took  cognizance  of  the 
utterances  of  Lord  Dunraven.  Mr.  C.  Oliver  Iselin,  managing 
owner  of  Defender,  addressed  a  letter  to  the  club  dated  November 
18th,  1895,  in  which  he  stated  Lord  Dunraven  "knew  perfectly 
well,  as  every  gentleman  knows,"  that  what  he  charged  was  "a 
practical  impossibility." 

"  I  consider  myself,  therefore,  as  standing  before  the  world 
solemnly  charged  by  Lord  Dunraven,"  wrote  Mr.  Iselin,  "  with 
an  offence  as  base  as  possiblv  could  be  imputed  to  a  sportsman 
and  a  gentleman,  and  which  I  indignantly  resent  and  repel,  and 
more  than  that  :  \\ith  ha\ ing  betrayed  the  confidence  of  my  asso- 
ciates in  the  ownership  of  the  Defender,  the  trust  placed  in  me 
by  the  New  York  Yacht  Club,  and  the  good  name  of  my  country, 
whose  reputation  for  fair  play  was  involved  in  the  contest. 

[181] 


[.895-896]      THE  LAWSON  HISTORY 

"Relying  in  its  belief  in  my  integrity,  the  New  York  Yacht 
Club  deemed  itself  justified  in  placing  its  honor  and  that  of  the 
country  in  my  hands  in  the  conduct  of  the  race.  I  could  not  have 
imagined  that  in  assuming  that  trust  I  should  expose  myself  and 
you  to  such  gross  imputations.  But  now  that  they  have  been 
made,  I  place  myself  in  your  hands,  in  order  that  the  club  may 
take  such  steps  as  it  sees  fit,  not  alone  to  vindicate  the  Defender 
and  the  honor  of  her  owners,  but  also  to  refute  the  imputation  cast 
upon  the  good  faith  of  the  club  and  the  country." 

The  club  acted  on  Mr.  Iselin's  letter  on  the  same  day  it  was 
written,  by  adopting  a  resolution  appointing  a  committee  of  in- 
quiry.     The  resolution  was  as   follows  : 

Tfliereas,  the  London  Field  has  lately  made  public  certain 
charges  purporting  to  have  been  made  by  the  Earl  of  Dun- 
raven,  in  reference  to  the  recent  America  cup  races,  sailed 
under  the  challenge  of  the  Royal  Yacht  Squadron  ; 

Jflicreas,  this  club  is  of  opinion  that  notwithstanding  the 
extraordinary  conduct  of  the  Earl  of  Dunraven  in  respect  to 
the  time  and  manner  of  making  such  charges,  it  is  due  to  its 
honor  and  dignity  that  suitable  action  should  be  taken  in 
relation  thereto  ; 

Resolved,  that  Messrs.  J.  Pierpont  Morgan,  William  C. 
Whitney  and  George  L.  Rives,  are  hereby  appointed  a  com- 
mittee with  power,  in  their  discretion,  to  add  to  their  ninnber, 
to  whom  the  matter  of  said  charges  is  hereby  referred  ;  and 
that  such  committee  shall  have  full  power  to  represent  this 
club  in  reference  to  the  matter,  and  to  take,  on  behalf  of  the 
club,  and  in  its  name,  any  action  which  may  seem  to  them 
proper  in  the  premises. 

At  the  meeting  at  which  these  resolutions  were  adopted,  a 
letter  from  H.  Maidand  Kersey,  American  representative  of  Lord 
Dunraven,  was  read,  which  contained  the  statement  that 
Lord  Dunraven,  "while  he  thinks  it  is  now  too  late  to  investi- 
gate," had  expressed,  by  cable,  his  willingness  to  "  come  over  here 
and  place  himself  at  the  disposal  of  the  club  or  of  its  committee." 

The  committee  on  November  23d  addressed  the  follov\ing 
letter  to  Mr.  Richard  Grant,  the  secretary  of  the  Royal  Yacht 
Squadron  : 

At  a  special  meeting  of  the  New  York  Yacht  Club  held  on 
Monday,  Nov.  18th,  the  undersigned  were  appointed  a  com- 
mittee to  represent  the  club  in  the  matter  of  certain  charges 
made  by  the  Earl  of  Dunraven  in  reference  to  the  recent 
America's  cup  races,  and  published  in  the  London  Field  of 
November  9th,    1895. 

[  182  ] 


of  THE  AMERICA'S  CVP 


[1895-1896] 


The  article  in  question  expressly  charges  that  after  being 
measured  for  the  cup  races  in  September  last,  the  yacht 
Defender  was  surreptitiously  loaded  so  as  to  sink  her  four 
inches  deeper  in  the  water  ;  that  she  sailed  in  that  condition 
in  the  first  day's  race  ;  and  that  immediately  after  that  race 
the  ballast  so  loaded  was  secretly  removed,  so  that  when 
measured  the  next  day  (Sunday)  no  discrepancy  was  found 
to  exist  between  the  two  measurements.  While  Lord  Dun- 
raven  intimates  that  the  owners  of  the  yacht  were  not  per- 
sonally cognizant  of  the  fraud,  the  charge  is  none  the  less 
explicit. 

It  appears  from  Lord  Dunraven's  article  that  this  state- 
ment as  published  in  the  Field  is  "mainly  extracted"  from 
a  letter  which  he  sent  to  the  secretary  of  the  Royal  Yacht 
Squadron  on  September  24th  last.  We  therefore  beg  to  in- 
quire whether  the  charges  last  mentioned  have  been  laid 
before  the  Royal  Yacht  Squadron,  and  whether  any  and  what 
action  has  been  taken  by  the  Squadron  upon  the  subject. 

In  view  of  the  grave  imputations  thus  made  by  the  repre- 
sentative of  the  Royal  Yacht  Squadron  in  an  international  race 
between  the  two  great  yacht  clubs,  the  New  York  Yacht 
Club  feels  that  the  most  searching  and  complete  investigations 
of  the  facts  and  of  the  charges  against  the  representatives  of 
the  New  York  Yacht  Club  should  be  promptly  begun.  It  is 
our  purpose  to  conduct  such  an  investigation  so  as  to  satisfy 
every  fair-minded  man  on  either  side  of  the  Atlantic  ;  and  to 
that  end  we  have  already  communicated  \\ith  the  Earl  of 
Dunraven  and  requested  his  presence  in  accordance  with  the 
offer  made  by  him. 

The  result  of  the  investigation,  wdth  all  testimony  taken, 
will  be  transmitted  to  you. 

J.  PiERPONT  Morgan. 
W.  C.  Whitney. 
G.  L.  Rres. 

Mr.  Grant's   reply,  on  behalf  of  the  Royal  Yacht   Squadron, 
was  as  follows  : 

R.  Y.  S.  Castle,  Cowes, 

4  December,  1895. 
Gentlemen  :  You  will  have  received  my  cables  of  the  27th 
ultimo  and  of  yesterday's  date.  Your  cable  to  me  of  the 
24th  November  was  yesterday  laid  before  the  America  cup 
committee  of  the  Royal  Yacht  Squadron.  They  request  me 
to  say  that  the  Squadron  has  taken  no  action  in  the  matter. 
The  complaint  of  the  Earl  of  Dunraven,  that  the  request 
made  on  Saturday,  the  7th  September,  to  Mr.  Latham  Fish 

[183] 


[,895.896]      THE  LAWSON  HISTORY 

to  have  both  vessels  remeasured  that  evening,  and  if  that 
was  impossihle,  that  the  members  of  the  committee,  or  their  repre- 
sentatives, should  stay  on  board  in  charge  of  the  vessels  until  they 
■were  mea,^ured,  was  not  complied  with,  and  all  that  followed 
in  consequence  of  the  non-compliance  with  that  request  ap- 
pears to  the  committee  to  be  purely  a  personal  affair  of  Lord 
Dunraven's,  and  n»t  a  matter  in  \\hich  the  Royal  Yacht 
Squadron  can  interfere,  nor  does  Lord  Dunraven  request 
them  to  do  so.  I  have  the  honor  to  be. 
Gentlemen, 

Your  Obedient  Servant, 

Richard  Grant, 
Secretary,  R.  Y.S. 

The  italicized  words  above,  (our  own),  represent  the  base  of 
Lord  Dunraven's  claim  that  in  addition  to  being  cheated  he  was 
denied  an  opportunity  at  the  time  of  the  alleged  fraud  to  prove 
A\hat  he  believed  —  a  view  officially  shared  by  the  Rojal  Yacht 
Squadron,  as  appears  from  its  letter  here  C|uoted,  which  put  it  on 
record  as  dismissing  the  whole  subject  on  the  ground  that  if  fraud 
were  committed  and  covered  up,  redress  was  impossible,  and 
nothing  remained  of  the  matter  except  Lord  Dunraven's  personal 
grievance. 

That  this  assumption  was  offensive  to  the  members  of  the  New 
York  Yacht  Club  appears  from  the  club's  decision  that  a  full  judi- 
cial inquiry  was  essential,  as  well  as  from  the  promptness  with 
which  this  inquiry  was  dispatched. 

Capt.  Alfred  T.  Mahan,  U.  S.  N.,  the  foremost  authority  on 
maritime  matters,  was  invited  to  join  the  committee,  and  did  so, 
as  did  also  Mr.  Edward  J.  Phelps,  former  minister  to  England. 
It  will  be  seen  that  the  committee  was,  therefore,  a  representative 
body. 

Three  days  after  the  appointment  of  this  committee  of  inquiry, 
Lord  Dunraven  repeated  his  charges,  and  sought  to  justify  them, 
in  a  speech  delivered  in  Cardiff,  Wales. 

In  this  speech  Lord  Dlmra^'en  compared  the  ethics  of  the 
America's  cup  races  with  those  of  horse-racing,  and  asked  what 
the  public  would  think  of  a  jockey  who  did  not  "  weigh  in  "  until 
the  next  day  after  a  race,  the  inference  being  that  fraud  was  as 
tempting  to  those  in  charge  of  a  cup  defender  as  to  a  jockey  at  a 
race  track.  The  cup  races,  he  declared,  were  not  conducted  with 
close  enough  official  scrutiny.  He  had  protested  against  such  con- 
ditions, and  felt  that  had  the  cup  committee  heeded  his  protests 
"  a  little  more  seriously,  it  would  have  been  better  for  all."  He 
was  annoyed,  he  said,  most  of  all,  by  the  claim  that  he  was  ac- 
tuated by  animosity  toward  the  American  people. 

[  184  ] 


of  THE  AMERICA'S  CVP 


[1895-1896] 


"Others  accuse  me,"  he  said,  "  of  being  the  victim  of 
pique,  spite  or  passion,  and  strangest  delusion  of  all,  a  storm  of 
indignation  is  passing  over  the  United  States  at  my  treachery  in 
formulating  the  new  charge  from  the  safe  distance  of  three 
thousand  miles.  That  astounds  me,  and  I  resent  it,  for  to  do 
such  a  thing  would  be  mean  and  contemptible,  as  mean  and 
contemptible  as  saying  behind  a  man's  back  something  one  dare 
not  say  to  his  face." 

Lord  Dunraven  then  said  that  in  his  statements  he  had  accused 
no  one,  and  recited  the  circumstances  of  September  7th  as  he  re- 
called them.  "But  yet,"  he  continued,  "an  attempt  is  now 
made  to  prejudice  me  in  the  eyes  of  the  two  countries  by  accusing 
me  of  making  from  the  security  of  home  an  entirely  new  charge, 
which  I  dared  not  make  on  the  other  side  of  the  Atlantic.  And 
the  charge  is  stigmatized  as  a  most  gross  and  deliberate  insult. 
Well,  if  it  be  an  insult  now,  it  certainly  was  an  insult  when 
it  was  made  ;  and  I  cannot  but  think  that  this  violent  hurricane  of 
indignation  would  have  carried  more  conviction  had  it  burst  upon 
my  devoted  head  at  the  time  the  complaint  was  made,  while  I  was 
in  America  and  could  have  stood  up  for  myself.  I  confess  it 
seems  a  little  out  of  date  now." 

Lord  Dunraven  went  on  to  say  that  he  never  would  have 
alluded  to  the  matter  after  it  was  once  dropped  had  not  the  New 
York  Yacht  Club  made  public  the  cup  committee  report  October 
25th.  Under  the  circumstances,  he  said,  "  I  w^as  bound  to  make 
my  position  clear." 

After  reviewing  his  complaint  of  September  7th  Lord  Dun- 
raven said  :  "I  also  requested  that  both  vessels  should  be  taken 
charge  of  by  the  committee  until  they  were  remeasured,  and  that 
remeasurement  should  be  made,  if  possible,  the  same  day,  and 
that  all-important  part  of  my  request  was  ignored.  I  say  all- 
important,  because  obviously  to  leave  vessels  alone  to  their  own 
devices  for  twenty-four  hours,  and  then  measure  them,  proves 
absolutely  nothing." 

The  above  abstracts  are  from  the  manuscript  of  Lord  Dun- 
raven's  speech,  as  produced  at  the  New  York  Yacht  Club  hear- 
ing. 

Pending  the  sitting  of  the  committee  of  inquiry,  the  America's 
cup  committee  of  the  New  York  Yacht  Club  addressed  to  the  club 
a  statement,  under  date  of  December  14th,  which  was  a  reply  in 
detail  to  Lord  Dunraven's  charges  as  set  forth  in  his  pamphlet.  In 
this  communication  the  cup  committee  stated  :  "  Lord  Dunraven 
is  in  error  in  asserting  that  he  asked  or  suggested  that  a  watch  be 
placed  on  both  vessels  until  measured." 

The  committee  pointed  out  that  a  charge  of  such  gravity  as  that 
made  by  Lord  Dunraven   should  have  been  made  the  basis  of  a 

[  185] 


[,8,5,896]      THE  LAWSON  HISTORY 

formal  complaint,  and  showed  diat  he  had  ample  time  before  the 
race  on  the  morning  of  September  7th  "to  signal  a  protest  and 
announce  his  refusal  to  race  an  opponent  whom  he  suspected  of 
fraud,  until  an  investigation  of  the  accusation  and  the  evidence  had 
been  secured.  In  that  way  a  remeasurement  could  have  been 
secured  that  day,  and  the  charge  verified  if  true. 

"  The  charge  was  of  a  disgraceful  and  shameful  action,"  the 
statement  continued,  "and  in  order  to  receive  attention  it  de- 
manded to  be  presented  in  an  unqualifiedly  formal  manner.  As 
a  matter  of  fact  it  was  made  in  an  informal,  verbal  message  unac- 
companied by  protest  or  signed  statement  of  any  kind,  and  was 
coupled  with  inadmissible  pleas  advanced  by  the  accuser,  to  the 
effect  that  the  owners  were  probably  ignorant  of  the  alteration,  and 
that  it  was  due  to  a  mistake. 

"  As  a  basis  of  treating  the  Defender  as  an  accused  criminal, 
the  charge  was  founded  on  most  illusory  and  insufficient  facts." 

Continuing,  the  committee  summed  up  the  case  thus  : 

"The  accuser  had  neglected  his  opportunity  to  protest  before 
the  race,  and  so  secure  a  remeasurement  that  day,  and  in  view  of 
such  neglect  the  onus  of  taking  up  the  charge  of  fraud  did  not  rest 
on  the  committee,  and  a  Jort/ori,  they  were  not  bound  to  have 
recourse  to  methods  unprecedented  in  the  history  of  American 
yacht-racing. 

"The  charge  involved  the  transference  of  20,000  to  30,000 
pounds  of  weight,  and  the  connivance  of  the  whole  crew  of  the 
American  yacht  and  her  tender,  and  was  considered  by  the  com- 
mittee absurd  and  preposterous. 

"  The  committee  decided  to  treat  the  complaint  simply  as  a  call 
for  remeasurement,  and  to  disregard  all  imputations  of  fraud  ;  and 
by  so  doing  to  force  upon  the  accuser  the  issue  either  to  support 
his  charge  and  protest  against  his  treatment  by  the  committee,  or 
to  drop  the  subject  and  go  on  w  ith  the  match. 

"  We  maintain  that  the  circumstances  justify  such  a  treat- 
ment of  the  matter  by  the  committee.  Lord  Dunraven  did  not 
go  on  with  the  match  until  a  further  grievance  induced  his  with- 
drawal, and  he  made  no  further  reference  to  the  subject  in  his 
dealings  with  the  committee.  We  maintain  that  the  committee 
were  entitled  to  regard  his  action  in  continuing  the  contest  after 
his  complaint  as  tantamount  to  a  w  ithdrawal  of  his  charges,  and 
an  acknowledgment  that  he  no  longer  had  grounds  of  complaint, 
and  that  he  was  also  in  honor  bound  to  so  regard  it. 

"If  this  is  so  the  statement  in  the  FiM  of  November  9th, 
that  Defender  sailed  the  first  race  immersed  below  her  measured 
load  water-line,  must  in  justice  to  Lord  Dunraven  be  considered  not 
as  a  recurrence  of  his  former  complaint,  but  as  a  new  accusation, 
and  must  in  justice  to  the  owners  of  Defender  be  treated  as  such." 

[  186] 


o/THE  AMERICA'S  CVP 


[1895-1896] 


The  inquiry  began  Friday,  December  27th,  1895,  in  the 
model-room  of  the  ckib-house,  then  at  67  Madison  Avenue.  Hon. 
E.  J.  Phelps  was  chairman  of  the  committee.  Mr.  C.  Oliver 
Iselin  was  present  with  his  counsel,  Hon.  Joseph-  H.  Choate, 
afterward  American  ambassador  to  the  Court  of  St.  James.  The 
Earl  of  Dunraven  was  also  present  with  Mr.  G.  R.  Asquith,  a 
prominent  English  lawyer,  as  counsel.  The  inquiry  lasted  until 
Tuesday,  December  31st,  there  being  morning  and  afternoon 
sessions.  Lord  Dunraven  was  obliged  to  leave  on  the  28th  to 
return  to  FLngland. 

As  the  affirmative  of  the  proposition  was  upon  Lord  Dunra\en, 
his  side  was  heard  first.  His  pamphlet  was  introduced,  as  well 
as  a  copy  of  his  Cardiff  speech  of  November  21st. 

Lord  Dunraven's  position  in  the  hearing  was  that  he  was  there 
to  assist  the  committee  by  answering  whatever  questions  were 
put  to  him,  but  that  the  time  for  proving  or  disproving  his 
statements  made  on  the  7th  of  September  had  passed,  and  he 
would  try  to  prove  nothing  before  the  committee. 

Explanation  as  to  why  Lord  Dunraven  had  published  his 
pamphlet  was  made  by  his  counsel,  Mr.  Asquith,  in  his  opening 
remarks.  He  stated  that  Lord  Dunraven  had  agreed  with  Mr. 
Kersey,  and,  he  understood,  Mr.  Kersey  with  Mr.  Smith,  chair- 
man of  the  America's  cup  committee,  that  nothing  should  be  made 
public  concerning  the  load  water-line  matter  ;  that  Mr.  Kersey, 
agreeable  to  Lord  Dunraven's  request,  cabled  the  Royal  Yacht 
Squadron,  after  Lord  Dunraven's  departure  from  this  country,  not 
to  make  public  that  part  of  his  report  to  the  squadron  relating  to 
the  subject  in  question,  but  that  inasmuch  as  the  America's  cup 
committee  had  reviewed  the  subject  in  a  report  to  the  New  York 
Yacht  Club,  and  some  of  this  report  had  found  its  way  into 
the  American  newspapers  on  October  25th,  and  one  of  the  New 
York  papers  had  printed  it  under  a  head  "  Dunraven  Cried 
Fraud,"  Lord  Dunraven  was  moved  to  publish  his  pamphlet, 
which  embodied  his  report  to  the  Royal  Yacht  Squadron,  and  much 
additional  matter. 

The  onus  for  publicity  was  placed  therefore  on  the  New  York 
Yacht  Club  by  Lord  Dunraven's  counsel. 

Lord  Dunraven's  reasons  for  publishing  his  charges  were  thus 
set  forth  by  his  counsel  : 

In  the  estimation  of  certain  people  an  implication  of  fraud 
had  been  made,  and  accoMing  to  the  defence  of  the  Amer- 
ica's cup  committee,  they  considered  that  an  imputation  of 
fraud  had  been  made  ;  but  no  particular  notice  or  excitement 
seems  to  have  occurred  until  Lord  Dunraven,  having  received 
a  cable  message  as  to  this  statement,  a  statement  contrary  to 

[187] 


\ 


[.895  .M]      THE  LAWSON  HISTORY 

what  he  understood  was  the  agreement,  contrary  to  what 
he  knew  in  his  own  mind  to  be  the  facts,  and  making  it 
appear  that  he  had  frivolously  and  absurdly  made  a  com- 
plaint which  he  did  not  think  anything  of,  and  which  he  did 
not  believe  to  be  true,  knowing  that  tlie  evidence  of  his  senses 
was  that  on  which  he  founded  this  fact,  published  his  pam- 
phlet. In  the  pamphlet  he  complains  of  the  action  of  the  com- 
mittee, and  restates  and  reiterates  what  he  had  already  stated 
on  September  7th  ;  what  he  had  already  stated  to  Mr. 
Grant,  the  secretary  of  the  Royal  Yacht  Squadron  ;  what 
was  apparently  known  to  Mr.  Smith  ;  what  the  cup  com- 
mittee themselves  considered  to  have  been  an  imputation  of 
fraud,  and  what  some  at  least  of  the  newspapers  also  con- 
sidered an  imputation  of  fraud.  Whether  it  was  an  imputa- 
tion of  fraud  is  another  matter. 

The  testimony  of  Mr.  Latham  A.  Fish  before  the  committee  on 
the  "all-important"  point  of  Lord  Dunraven's  request,  namely, 
that  the  boats  be  taken  in  charge  by  the  conunittee  pending  remeas- 
urement,  did  not  agree  with  the  statement  of  Lord  Dunraven. 

Mr.  Fish  affirmed  that  no  such  request  was  made  of  him,  and 
produced  a  written  memorandum  of  his  conversation  with  Lord 
Dunraven  on  board  Valkyrie,  which,  he  testified,  he  read  at  the 
time  to  the  earl,  who  approved  it,  after  suggesting  a  correction, 
which  was  made.  No  mention  of  such  a  request  appeared  in  the 
memorandum. 

Lord  Dunraven  testified  he  recalled  the  memorandum,  but 
could  not  recall  its  being  read  to  liim. 

It  was  affirmed  by  members  of  the  cup  committee  that  the 
committee  never  received  anj'  request  to  put  men  aboard  the 
yachts,  and  that  the  first  they  learned  of  Dunraven's  claim  that 
such  a  request  had  been  made  was  from  the  Field.  In  a  letter 
to  Mr.  Kersey  dated  September  27th,  Dunraven  had  written,  "I 
don't  know  whether  Fish  ever  told  the  committee  I  wished  the 
ships  measured  immediately  after  the  race."  No  mention  was 
made  in   this  letter  of  a  request  to  put  men  aboard. 

In  gi\ing  his  testimony  regarding  his  conversations  with  Lord 
Dunraven  on  the  Valkyrie  Mr.  Fish  was  asked  by  Mr.  Choate  : 

Q.  Did  he  [Dunraven]  say  in  that  conversation  [on  the 
Valkyrie]  that  he  requested  or  insisted  that  the  committee 
should  take  charge  of  the  Defender,  or  of  the  Defender  and 
\'alkvrie,  until  the  remeasurement  should  take  place,  or 
should  put  a  representative  on  board,  or  anything  to  that 
effect  ? 

A.    No,  sir. 

[  188] 


of  THE  AMERICA'S  CVP       I'^s-'H^i 

Q.    You  are  sure  of  that,  are  you  ? 
A.    Verj-  positive. 

Witness  related  that  after  the  outer  mark  was  turned  the  sub- 
ject was  brought  up  a  second  time,  the  first  conversation  being 
before  the  start.  He  and  Lord  Dunraven  went  below,  and  Mr. 
Kersey  supplied  Mr.  Fish  with  a  pad  on  which  Mr.  Fish  wrote 
Lord  Dunraven's  request  for  remeasurement. 

Q.  Now,  as  you  wrote  did  you  read,  or  did  you  com- 
municate the  contents  of  that  paper  to  Lord  Dunraven  in  any 
way  ? 

A.  Every  word  of  it.  I  read  it  to  him  as  I  wrote.  He 
was  sitting  close  by  my  side. 

Witness  explained  that  Lord  Dunraven  wanted  the  memo- 
randum "made  stronger,"  and  that  he,  witness,  added  three 
words  to  it.     The  memorandum  when  finished  read : 

Lord  Dunraven  believes  from  his  own  and  observation  of 
those  on  Valkyrie  IIL  and  City  of  Bridgeport,  that  Defender 
sailed  to-day's  race  three  (3)  or  four  (4)  inches  deeper  than 
when  measured.  Bobsta}'.  Pipe.  D.  Captain  of  B. 
Pilot,   Glennie.      Ratsey.      Kersey. 

(D.  for  Dunraven,  **  Captain  of  B."  for  Captain  of  Bridgeport.) 

The  words  "his  omi  and"  Mr.  Fish  testified  were  inserted 
at  Lord  Dunraven's  request  to  make  the  document  stronger. 

Lord  Dunraven's  testimony  on  the  point  of  the  message  was 
not  conclusive.  He  remembered  Mr.  Fish  writing  some  notes 
during  their  conversation,  but  did  not  recall  that  the  notes  were 
read  to  him.  In  fact  he  testified  that  he  was  "  pretty  sure  "  Mr. 
Fish  did  not  read  him  the  notes.  He  did  not  recall  suggesting 
the  insertion  of  the  words  "his  own  and"  in  the  notes.  He 
insisted,  however,  that  he  had  made  a  request  that  the  boats  be 
taken  in  charge  by  the   committee. 

Mr.  Fish's  testimony,  being  supported  by  his  notes,  had  the 
greater  weight  with  the  committee  of  inquiry. 

The  witnesses  examined  on  behalf  of  Mr.  Iselin  included  Mr. 
Nathaniel  G.  Herreshoff,  designer  of  Defender,  Mr.  John  Hyslop, 
measurer  of  the  New  York  Yacht  Club,  Capt.  "Hank"  Hafi',  all 
Defender's  crew  except  five  who  were  at  sea  at  the  time,  and 
various  other  persons  known  to  have  information  on  the  subject. 

It  was  testified  that  Defender  carried  eightv-five  tons  of  fixed 
ballast  in  her  keel.  In  the  trial  races  Defender  had  sailed  with- 
out loose  ballast,  but  with  her  water  tanks,  bulkheads,  fittings, 
etc.,  on  board,  according  to  the  New  York  Yacht  Club  rules,  and 

[  189] 


[.895.896]      THE  LAWSON  HISTORY 

as  she  was  an  extremely  powerful  and  "  stiff"  boat,  no  motive 
existed  for  increasing  her  ballast.  On  the  arrival  here  of  Valk3-rie 
it  was  found  that  she  had  been  stripped  of  her  bulkheads,  tanks, 
etc.,  and  could  not  comply  with  the  New  York  Yacht  Club  rule 
regarding  them.  A  clause  \\as  therefore  placed  in  the  detailed 
agreement  with  Lord  Dunraven,  signed  September  4th,  waiving 
that  rule.  This  made  necessary  the  removal  of  Defender's  tanks, 
bulkheads,  etc.  The  boat,  then  at  New  Rochelle,  Mr.  Iselin's 
home,  was  therefore  stripped  on  September  4th  and  5th  of  bulk- 
heads, tanks,  etc.,  as  Valkyrie  had  been.  To  replace  the 
weight  thus  removed,  two  tons  of  lead,  consisting  of  forty-two  pigs, 
were  put  aboard  at  New  Rochelle.  It  was  found  insufficient  to 
bring  her  down  to  her  former  load  water-line,  and  on  September 
6th,  the  day  of  the  measuring  of  Defender  and  Valkyrie  for  the 
races,  another  ton,  consisting  of  twenty-one  pigs,  was  put  aboard 
Defender  at  Erie  Basin,  and  placed  temporarily  on  the  cabin 
floor,  until  it  could  be  stored.  That  evening,  it  being  found  that 
the  pigs,  to  be  stored  properlv,  must  be  cut  in  tw^o,  the  lead  Avas 
taken  aboard  the  tender  Hattie  Palmer  in  the  Horseshoe  at  Sandy 
Hook,  each  pig  cut  in  two,  and  the  forty-two  pieces  then  carried 
back  to  Defender  and  stored.  The  work  observed  by  Lord  Dun- 
raven  on  board  the  boat  that  night  was  the  handling  and  cutting 
of  this  lead,  as  well  as  work  being  done  by  a  party  of  riggers 
from  New  York  who  were  putting  on  new  wire  bridles  for  the 
main-sheet  blocks.  This  latter  work  lasted  until  three  o'clock 
in  the  morning. 

Defender's  load  water-line  with  her  tanks,  etc.,  aboard  was 
88.85  feet.  With  these  removed  and  three  tons  of  lead  substi- 
tuted, it  was  found  to  be  by  the  measurement  of  September  6th 
88.45  feet,  or  about  4.8  inches  less. 

Evidence  introduced  before  the  committee  by  Mr.  Louis  P. 
De  Luze,  a  civil  engineer,  showed  that  he  found  bv  observation 
and  careful  measurements  that  witli  Defender  lying  in  still  water 
on  an  even  keel,  the  pipe  hole  observed  by  Lord  Dunraven  in  the 
side  of  Defender,  which  was  the  discharge  of  her  bilge  pump,  was 
below  the  water-line,  and  therefore  not  \'isible.  At  the  request  of 
the  committee,  Capt.  Mahan  secured  from  the  Brooklvn  navy  yard 
the  services  of  Mr.  Frank  W.  Hibbs,  assistant  naval  constructor 
in  the  United  States  navy,  who  examined  the  yacht,  and  reported, 
without  knowing  of  Mr.  Dr  Luze's  measurements,  that  the  hole 
in  question  was  below  the  load  water-line.  He  also  noted,  by 
experiments,  that  trimming  by  the  head  would  be  produced  to  the 
extent  of  two  and  a  half  inches  by  the  shifting  of  thirty  men  from 
the  centre  of  gravity  to  the  men's  berthing-quarters  forward. 
This  would  account  for  the  bobstay  bolt  being  nearer  water  at 
some  times  than  at  others. 

[  190] 


^THE  AMERICA'S  CVP       [^^s-^^e^ 

Further  evidence  showed  that  the  discharge  hole  in  the  yacht's 
side  could  be  brought  into  view  in  still  water  by  a  list  to 
starboard  caused  by  any  one  of  a  number  of  causes,  such  as  the 
weight  of  the  main-boom  if  it  inclined  to  starboard. 

Mr.  Herbert  C.  Leeds,  a  Boston  yachtsman,  who  was  on 
Defender  just  before  she  was  measured  in  Erie  Basin,  testified  that 
he  noticed  her  main-boom  rested  slightly  to  starboard,  and  that  he 
called  Capt.  Half's  attention  to  it  before  the  measuring.  It  was  also 
shown  by  testimony  that  there  was  a  slight  ripple  on  the  water  in- 
side Sandy  Hook  the  morning  of  the  7th,  as  well  as  a  slight  roll, 
that  might  have  made  Defender's  water-line  appear  longer  than 
when  the  boat  lay  in  the  still  water  at  Erie  Basin. 

The  examination  of  Capt.  Half  regarding  the  handling  and 
cutting  of  the  ton  of  lead  taken  out  of  Defender  and  put  back  on 
the  evening  of  September  6th  included  the  following  questions 
and  answers  : 

Mr.  Choate  :  From  the  time  of  the  measurement  until 
the  Hattie  Palmer  left  was  any  lead  or  ballast  or  water  taken 
on  board  the  Defender  ? 

A.    Not  a  pound  of  anything. 

Q.  What  happened  during  the  hour  or  more  that  the 
Hattie  Palmer  lay  alongside  the  Defender  in  the  Horseshoe 
from  half-past  eight  or  nine  on  ? 

A.  This  lead  that  we  had  on  the  cabin  floor  was  taken 
out  to  the  Palmer  on  her  sampson  post,  a  good  solid  block, 
and  we  cut  it.  It  was  there  cut  in  two  and  put  back  again 
on  the  Defender  and  passed  below. 

Q.    Did  you  take  part  in  the  cutting  ? 

A.    I  did,  I  held  the  chisel  to  cut  every  pig  that  was  cut. 

Q.  Was  any  lead  introduced  into  the  Defender  from  the 
Hattie  Palmer  except  what  had  been  brought  from  the  De- 
fender to  be  cut  and  carried  back  ? 

A.    Not  a  pound. 

Q.    Or  auA'thing  else  of  any  weight  ? 

A.    Nothing. 

Mr.  Choate  sharply  cross-examined  Lord  Dunraven.  The 
following  questions  and  answers  occurred  in  the  cross-examination  : 

Q.  Then  you  think  there  were  three  deceptions  practised  : 
taking  out  ballast  before  she  [Defender]  was  measured  on  the 
6th,  putting  it  in  again  after  she  was  measured,  on  the  7th, 
and  taking  it  out  again  before  she  was  measured  on  the  Sun- 
day, [the  8th] ,  do  you  ? 

A.    Yes. 

[191] 


\ 


[.^95 .896]      THE  LAWSON  HISTORY 

(Lord  Dunraven  later  in  the  iiujuiry  qualified  his  answer  to  this 
question  by  saying  there  "may  have  been"  three  deceptions 
practised.) 

Q.  Why  did  you  not  signal  a  protest  before  the  race  be- 
gan on  the  morning  of  the  7th,  being  perfectly  sure,  as  you 
were,  that  this  fraud  had  been  committed  to  the  extent  of 
immersing  her  [Defender]  four  inches  deeper  than  when  she 
was  measured  Friday  morning  ? 

A.  Signalling  a  protest,  according  to  my  idea  of  the  mat- 
ter, is  showing  that  you  intend  to  make  a  protest  against 
some  foul  or  something  of  that  kind  during  a  race.  I  do  not 
think  it  would  be  applicable  in  cases  like  this. 

Q.  And  yet,  as  I  understand  the  statement  rendered  by 
your  counsel,  a  reason  was  given  for  not  doing  it,  was  there 
not, — namely:  that  it  would  disappoint  60,000  people  who 
had  collected  there  to  see  the  race "? 

A.    Yes  ;  that  is  another  matter. 

Q.  You  sailed  that  race  that  day,  believing  that  some- 
body was  trying  to  cheat  you,  did  you  not '? 

A.  I  sailed  that  race  that  day  believing  the  Defender 
was  immersed  too  deep  in  the  water. 

Q.  Yes,  and  believing  that  a  fraud  was  being  committed 
upon  you  ? 

A.    If  you  like  to  put  it  that  way. 

Lord  Dunraven  affirmed  he  believed  the  committee  would  have 
refused  a  remeasurement  before  the  race  had  he  demanded  it,  and 
that  had  the  committee  measured  the  boats  immediately  after  the 
race  it  would  have  served  as  well. 

It  was  shown  by  testimony  that  the  boats  could  not  have  been 
measured  before  dark  after  the  race,  and  that  measuring  them  by 
artificial  light  was  impracticable. 

Lord  Dunraven  testified  that  he  believed  his  request  that  men 
be  placed  on  board  the  racers  pending  a  remeasurement  all- 
important. 

Mr.  Choate.  Were  you  willing  to  continue  racing  with 
another  boat  on  which  you  believed  a  fraud  was  committed, 
and  where  the  cup  committee  had  refused  to  give  you  an 
opportunity  to  prove  the  fraud  ? 

A.    Certainly.    .    .    . 

Q.  You  believed,  did  you  not,  on  the  evening  of  the  7th, 
that  the  cup  committee  and  the  jieople  on  the  Defender  knew 
of  the  fraud,  or  of  your  charge  of  fraud  ? 

A.    Knew  of  the  complaint. 
L  192] 


of  THE  AMERICA'S  CVP       bhs-'^^] 

Q.  You  believed  at  the  close  of  the  affair  on  Sunday 
night  tliat  this  fraud  had  been  successfully  committed,  and 
that  the  jjroof  of  it  had  been  lost,  did  you  not  ? 

A.    The  proof  was  lost,  yes. 

Q.  Why  .  .  .  did  you  consent  to  sail  on  the  second 
day's  race  ? 

A.    Because  the  vessels  had  been  marked. 

Q.  You  were  willing  to  sail  w  ith  a  fraudulent  party,  with 
a  fraudulent  rival,  under  a  cup  committee  who  refused  you 
any  opportunity  to  prove  the  fraud,  because  on  Sunday  the 
water-line  had  been  marked,  is  it  so? 

A.  Quite  so,  excepting  of  course,  your  definition  of  the 
transaction  as  "  fraud"  and  "  fraudulent,"  all  the  time.  I 
rather  demur  to  that. 

Q.  Well,  you  have  concurred  in  it  once  or  twice.  Have 
you  ever  continued  a  sport  of  any  kind  after  such  a  dis- 
covery by  you  except  in  this  instance  ? 

A.  It  never  occurred  to  me  before  to  have  found  myself 
in  that  position. 

Q.  That  is,  it  has  never  occurred  to  you  before  to  be 
engaged  in  a  contest,  and  continue  in  it  after  you  believed  you 
had  been  defrauded  ? 

A.    Quite  so. 

The  investigating  committee  in  the  report  of  its  findings  to 
the  club  reviewed  the  case  in  detail. 

"The  fraud  that  is  involved  in  the  charge  thus  made,"  the 
report  stated,  "if  it  is  found  to  be  true,  is  a  very  grave  one, 
utterly  destructive  to  the  reputation  of  all  who  should  appear  to 
have  been  concerned  in  it,  and  especially  odious  under  the  circum- 
stances of  a  friendly  contest  between  citizens  of  different  countries, 
exciting  international  interest,  and  supposed  to  be  conducted  by 
gentlemen,    upon  a  high  plane  of  honor  and  mutual  confidence. 

"  From  the  magnitude  and  difficulty  of  the  operation  necessary 
to  its  consummation,  it  must  unavoidedly,  if  it  occurred,  have  been 
participated  in,  not  only  by  Mr.  Iselin  and  those  concerned  with 
him  in  the  management  of  the  Defender,  but  by  all  the  officers 
and  crew  of  that  vessel,  and  many  others  incidentally  employed. 

"It  appeared  from  the  evidence  of  Mr.  Herreshoff,  the  de- 
signer of  the  Defender,  confirmed  by  other  w  itnesses,  that  to  have 
produced  an  increased  immersion  of  one  inch  on  the  Defender 
would  have  required  7135  pounds  of  additional  weight  or  about 
three  and  one-fourth  long  tons  ;  and  an  immersion  of  four  inches 
about  thirteen  tons  ;  that  an  immersion  of  one  inch  would  have 
lengthened  the  load  water-line  eight  inches  and  in  the  same  pro- 
's [  193  ] 


[.S95-.896]      THE  LAWSON  HISTORY 

portion  for  each  additional  inch  of  immersion.  If  such  a  result 
was  produced,  therefore,  all  the  weight  thus  shown  to  be  re- 
quired must  have  been  removed  from  the  vessel  before  the  first 
measurement  on  the  6th,  replaced  during  the  night  of  that  day, 
and  again  removed  during  tiie  night  of  the  7th,  in  time  for  the  re- 
measurement  on  the  8th.  And  this  was  Lord  Dunraven's  theory 
as  finally  stated  upon  cross-examination. 

"  Such  a  fraud  should  not  even  be  charged  without  due  regard 
first,  to  the  established  character  of  those  upon  whom  the  imputa- 
tion of  guilt  must  fall,  and  second,  to  the  kind  and  degree  of  the 
evidence  on  which  it  rests.  To  justify  even  accusation,  suspicion 
must  at  least  be  reasonable  ;  yet  upon  the  hearing  before  the  com- 
mittee, the  evidence  above  summarized  and  hereafter  appended 
in  full,  so  slight,  so  extremely  liable  to  mistake,  is  all  that  is 
offered  in  justification  of  the  charge  publicly  made  in  the  London 
Field:' 

The  finding  of  the  committee  upon  the  evidence  was  as 
follows  : 

Upon  a  careful  consideration  of  the  whole  case,  the  com- 
mittee are  unanimously  of  the  opinion  that  the  charge  made 
by  Lord  Dunraven,  which  has  been  the  subject  of  this  in\es- 
tigation,  had  its  origin  in  mistake  :  that  it  is  not  only  not  sus- 
tained by  evidence,  but  is  completely  disproved  ;  and  that  all 
the  circumstances  indicated  by  him  as  giving  rise  to  his  sus- 
picion, are  entirely  and  satisfactorily  explained.  They  deem 
it,  therefore,  but  just  to  Mr.  Iselin  and  the  gentlemen  con- 
cerned with  him  as  well  as  to  the  officers  and  crew  of  the 
Defender,  that  the  committee  should  express  emphatically 
their  conviction,  that  nothing  whatever  occurred  in  connec- 
tion with  the  race  in  question,  that  cast  the  least  suspicion 
upon  the  integrity  or  propriety  of  their  conduct. 

And  the  committee  are  not  \\illingto  doubt,  that  if  Lord 
Dunraven  had  remained  present  throughout  the  investigation, 
so  as  to  have  heard  all  the  evidence  that  was  introduced,  he 
would  of  his  own  motion  have  withdrawn  a  charge  that  was 
so  plainly  founded  upon  mistake,  and  that  has  been  so  unfor- 
tunate in  the  publicity  it  has  attained,  and  the  feeling  to 
which   it  has  given  rise. 

Edward  J.Phelps. 

J.  PiERPONT  Morgan. 

William  C.   Whitnev. 

Alfred  T.   Mahan. 

George  L.  Rives. 

This  report  was  submitted  on  January  21st.  It  was  expected 
by  yachtsmen  that  the  Earl  of  Dunraven  would  make  an  apology. 


of  THE  AMERICA'S  CVP      [.895-.896J 

though  persons  who  had  observed  the  tenacity  with  which  he 
held  to  his  position  had  little  hope  qf  such  a  desirable  ending  of 
the  affair. 

Lord  Dunraven  was  not  sustained  by  the  majority  of  his  fellow 
sportsmen  in  England,  nor  by  the  press,  with  a  few  exceptions. 
Nearly  all  the  leading  London  journals  either  condemned  his 
course  or  were  silent  regarding  it.  "Yachting  opinion  on  this 
side  had  been  against  his  lordship  from  the  outset  .  .  ."  was  a 
statement  cabled  from  London.  "  Lord  Dunraven  had  erred 
egregiously  as  a  gentleman  and  sportsman,  and  his  collaborateurs, 
his  friends  and  his  admirers,  will  be  surprised  that  he  had  not 
the  manliness  and  breeding  to  come  forward  and  apologize  for  his 
short-sighted  delinquencies." 

Leading  London  journals  editorially  characterized  his  course  as 
"most  regrettable,"  and  stated  that  "  the  restraint  exercised  by 
the  investigating  commission  in  passing  no  censure  upon  Lord 
Dunraven  is,  in  all  the  circumstances,  most  commendable  .  .  . 
Lord  Dunraven  has  blundered  in  taste,  and  the  New  York  com- 
mittee have  let  him  down  in  generous  and  chivalrous  fashion." 

No  apology  from  Lord  Dunraven  reaching  the  New  York 
Yacht  Club,  a  resolution  was  offered  in  the  club  on  the  evening  of 
Februarv  13th  by  L.  Cass  Ledyard,  (afterwards  commodore  of 
the  club) ,  requesting  Lord  Dunraven's  resignation  as  an  honorary 
member.  That  evening  no  action  was  taken  in  the  matter,  how- 
ever, as  a  cablegram  \\as  recei\ed  from  Lord  Dunraven  asking 
the  club  to  stay  action  until  the  receipt  of  letters  sent  by  him  the 
day  before  to  Messrs  Phelps  and  Rives.  These  letters  were 
received  in  due  time.  They  contained  no  apology  but  argued 
Lord  Dunraven's  case  over  again.  In  his  letter  to  Mr.  Phelps 
his  lordship  said:  "My  complaint  was  made  on  bona  Jide  direct 
evidence  of  the  eyesight  —  my  own  and  that  of  competent  men  — 
as  to  the  effect  of  which  we  did  not  know  or  attempt  to  define.  .  .  . 
I  cannot  admit  a  mistake  in  observing  facts  as  suggested  by  the 
employment  of  a  diagram  accepted  by  the  committee  as  mathe- 
matically proving  that  we  did  not  see  actual  objects  which  we 
did  see." 

Although  the  committee  had  been  dissolved,  its  members  made 
reply  to  Lord  Dunraven's  letter  in  a  letter  to  the  club,  in  which 
it  was  stated  that  "nothing  in  the  report  [of  the  committee] 
justified  this  statement.  It  was  not  denied  or  doubted  that  he  saw 
the  discharge  hole  of  the  bilge  pump  above  the  surface  of  the 
water  on  the  day  before  the  race,  and  that  it  was  below  the  surface 
of  the  water  on  the  next  day.  The  committee  pointed  out  that 
the  evidence  had  shoAvn  a  list  would  bring  the  hole  into  view, 
while  it  could  not  be  seen  with  the  boat  on  an  even  keel." 

On  February  27th  the  club  met  for  the  purpose  of  taking  final 

[  195  ] 


[■895-.S96]       THE  LAWSON  HISTORY 

action  in  the  case  of  Lord  Dunraven.      It  had  been  informed  by 

cable  that  his  resignation  had  been  forwarded,  and  the  letter  of 

resignation  had  been  printed,  having  been  cabled  from  London. 

It  w  as  as  follows  : 

London,  27  Norfolk  St., 

Park  Lane,  Feb.  19. 
J.   V.   S.   Oddie,  Secretary, 

Dear  Sir :  In  supplementing  my  cablegram  and  letter  of 
Feb.  14, 1  wish  to  emphasize  that  my  letters  to  Messrs.  Rives 
and  Phelps  were  written  and  dispatched  before  I  had  heard 
of  the  motion  of  Capt.  Ledyard. 

Without  commenting  upon  the  grounds  or  terms  of  the 
motion,  as  to  the  justice  of  which  I  do  not  agree,  I  wish  to 
say,  in  view  of  the  fact  that  a  motion  of  such  a  nature  has 
been  made,  and  is  a  matter  of  record,  I  do  not  desire  to  re- 
main a  member  of  the  club,  whatever  may  be  the  result  of 
the  motion. 

I  therefore  beg  that  you  will  lay  my  resignation  before 
the  club,  a  course  which  will  probably  be  approved  by  a 
majority  of  the  members. 

I  remain  yours  faithfully, 

Dunraven. 

The  letter  had  not  been  received  at  the  club-house  up  to  the 
time  of  meeting  on  the  evening  of  the  27th,  and  the  club  decided 
not  to  wait  for  it.  The  resolution  requesting  Lord  Dunraven's 
resignation  was  withdrawn  at  this  meeting,  and  another,  more 
comprehensive,  was  substituted,  and  passed,  39  to  1,  with  much 
evidence  of  earnestness  and  enthusiasm.      It  was  as  follows  : 

The  Earl  of  Dunraven,  an  honorary  member  of  the  club, 
has  publicly  charged  foul  play  on  the  part  of  the  Defender  in 
the  recent  races  for  the  America  cup,  of  such  a  nature  as 
necessarily  to  implicate  the  managing  owners  of  the  vessel. 
The  charge  has  been  investigated  by  a  commission  of  the 
highest  character,  which  has  proceeded  judicially,  and  before 
which  Lord  Dunraven  has  appeared  and  given  his  own  and 
other  testimony,  and  has  been  heard  in  person  and  by  counsel. 

The  commission  has  unanimously  decided  that  the  charge 
was  false,  and  it  was  not  merely  unprovoked,  but  was  affirm- 
ati\ely  disproved  by  competent  and  uncontradicted  evidence, 
leaving  no  possibility  of  doubt.  The  commission  has  also 
found  that  the  facts  on  which  Lord  Dunraven  acted  accord- 
ing to  his  own  statement  furnished  no  justification  for  making 
such  a  charge. 

We  deem  it  to  be  among  the  unquestioned  rules  which 
regulate  the  intercourse  of  gentlemen  that  when  one  finds  that 

[196] 


of  THE  AMERICA'S  CVP       [.895.8,6] 

he  has  been  led  by  mistake  to  cast  unjust  imputations  upon 
the  character  of  another,  he  should  promptly  make  such  rep- 
aration as  remains  in  his  power  by  acknowledging  his  error, 
withdrawing  the  imputations  and  expressing  his  regret. 

Such  reparation  to  Mr.  Iselin  and  his  associates  the  Earl 
of  Dunraven,  after  full  opportunity,  has  failed  to  make. 

It  further  appears  from  the  evidence,  including  Lord  Dun- 
raven's  own  admissions,  that  at  the  time  of  the  cup  races  he 
intentionally  refrained  from  making  the  charge  formally,  or 
making  any  protest  as  required  by  the  rules  because  it  was 
not  possible  for  him  to  verify  the  charge,  and  he  was  unwil- 
ling to  undertake  the  responsibility  of  maintaining  it.  It  is 
not  open  to  discussion  that  when  gentlemen  are  engaged  in 
any  sport  and  one  suspects  another  of  foul  play  he  is  bound  to 
make  the  charge  good,  and  in  such  form  and  manner  as  to  as- 
sume full  responsibilit)'  therefor,  or  thereafter  to  remain  silent. 

It  further  appears  that  in  print  and  in  public  speech  Lord 
Dunraven  has  sought  to  justify  the  making  of  the  charge  by 
numerous  misrepresentations  of  fact.  He  has  been  forced,  how- 
ever, to  admit  the  untruth  of  most  of  them,  yet  he  stubbornly 
refuses  to  retract  the  injurious  inferences  drawn  from  them. 

The  representatives  of  this  club  were  engaged  in  inter- 
national yacht-races  with  Lord  Dunraven  as  the  representative 
of  English  yachtsmen  on  a  footing  of  mutual  confidence  and 
honor.  He  has  requited  their  courtesies  and  confidence  by 
distrust,  suspicion,  unfounded  imputations  of  fraud,  and  a 
refusal  of  reparation. 

Lord  Dunraven,  by  this  course,  has  forfeited  the  high 
esteem  which  led  to  his  election  as  an  honorary  member  of 
this  club, therefore 

Resolved,  That  the  privileges  of  honorary  membership 
heretofore  extended  to  the  Earl  of  Dunraven  are  hereby 
withdrawn,  and  that  his  name  be  removed  from  the  list  of 
honorary  members  of  the  club. 

This  ended  the  Dunraven  affair. 


[197] 


[.898] 


THE  LAWSON  HISTORY 


THOMAS  J.  LIPTON,  MERCHANT  AND 
KNIGHT,  CHALLENGES  AND  MEETS 
DEFEAT:    1898-1899.     CHAPTER   XIII. 

•^<^-^^^T  was  feared  by  many  that  the  Dunraven  affair 
^  "  would  result  in  a  permanent  cessation  of  contests 
for  the  America's  cup,  and  such  might  have 
been  the  case  had  not  Sir  Thomas  J.  Lipton,  an 
enterprising  tradesman,  profiting  by  an  era  of 
good  feeling  between  the  United  States  and  Great 
Britain,  issued  a  challenge  through  an  Irish  yacht 
^■^^  fi^csig/  club  of  which  he  was  a  \  alued  member.  British 
(^^S:^::^^:^  clubs  showed  a  disposition  to  have  no  more  of  the 
cup,  and  Englishmen  were  not  inclined  at  first  to  take  Sir  Thomas 
seriouslv  as  a  yachtsman.  He  was  not  one  of  those  patrician 
members  of  the'  Royal  Yacht  Squadron  whose  views  on  the  ethics 
of  sport  had  been  given  the  New  York  Yacht  Club  in  the  deed  of 
gift  controversy,  but  the  son  of  a  laborer,  of  Scotch-Irish  origin,  to 
whom  knighthood  came  after  unprecedented  donations  to  charities 
in  the  Queen's  Jubilee  year. 

It  was  not  in  the  mind  of  the  New  York  Yacht  Club  to 
scrutinize  the  shield  of  Sir  Thomas  Lipton,  however.  A  chal- 
lenger whose  money  came  from  pork  and  tea  was  quite  as  ac- 
ceptable to  the  club  as  one  whose  wealth  was  from  ancestral 
estates  ;  while  Sir  Thomas,  despite  his  humble  origin,  was  in  high 
favor  with  the  heir  to  the  British  throne. 

Official  notice  of  Sir  Thomas'  intention  to  challenge  was  re- 
ceived in  August,    1898,  in  the  following  cable  message  : 

August  6th,  1898. 
New  York  Yacht  Club, 

67  Madison  Avenue,  N.  Y. 
I  have  to  inform  you  that  the  Royal  Ulster  Yacht  Club, 
on  behalf  of  Sir  Thomas  Lipton,  have  the  honor  to  chal- 
lenge for  the  America's  cup.  Kindly  say  if  this  is  agreeable 
to  }ou.  A  small  committee  appointed  by  the  club  will  shortly 
sail   for  New   York   with   formal   challenge  and  confer  with 

yours. 

Hugh  C.  Kellv,  Seavtari/, 

Mt.  Pottinger  Road,  Belfast. 

In  response  to  this  communication  the  following  cable  message 
was  sent : 

[  198] 


of  THE  AMERICA'S  CVP 


[1898] 


Hugh  C.  Kelly, 

Mt.  Pottinger  Road,  Belfast. 
I  have  the  honor,  on  behalf  of  the  New  York  Yacht  Club, 
to  acknowledge  the  receipt  of  cable  of  even  date.      Its  purport 
is  most  agreeable,  and  will  be  considered  as  soon  as  meeting 
can  be  called.      Your  committee  will  be  warmly  welcomed. 

Oddie,  Secretary. 

The  New  York  Yacht  Club  also  passed  the  following  resolu- 
tion : 

The  Royal  Ulster  Yacht  Club  having  communicated  to 
this  club  its  intention  to  challenge   for  the  America's  cup, 

Resolved,  That  the  flag  officers,  the  secretary  and  treas- 
urer be  and  they  hereby  are  appointed  a  committee  with 
power  on  behalf  of  the  club  to  accept,  under  the  deed  of 
gift,  such  challenge  for  the  America's  cup,  to  arrange  the 
terms  thereof,  to  select  a  yacht  to  represent  this  club  therein, 
and  by  mutual  consent  with  the  challenging  club  to  make  any 
such  arrangements  as  to  dates,  courses,  number  of  trials,  rules 
and  sailing  regulations,  and  any  and  all  other  conditions  of  the 
match  ;  and  the  said  committee  shall  have  power  in  their  dis- 
cretion to  add  to  their  number.  Said  match  shall  be  sailed 
under  the  direction  of  the  regatta  committee  pursuant  to 
article  X.   of  the  constitution. 

This  last  sentence  might  be  deemed  superfluous,  since  the 
regatta  committee  directs  all  races  of  the  club,  \\ere  it  not  for  the 
fact  that  in  the  Dunraven  aftair  the  committee  felt  its  powers  were 
usurped  to  a  considerable  degree  by  the  cup  committee.  The  cup 
committee  being  a  special  committee,  its  duties  are  generally  con- 
fined to  matters  pertaining  to  challenges  for  the  cup.  In  the 
Dunraven  case  it  made  rulings,  however,  on  questions  in  dispute 
arising  from  the  races,  as  in  the  case  of  the  foul,  and  of  remeas- 
urement  of  the  yachts  ;  and  this  the  regatta  committee  felt  was  a 
usurpation  of  its  own  powers. 

The  cup  committee  organized  in  due  form,  with  Commodore 
J.  Pierpont  Morgan  as  chairman,  and  named  as  additional  mem- 
bers Ex-Commodores  E.  D.  Morgan  and  Edward  M.  Brown,  Gen. 
Charles  J.  Paine,  and  Herman  B.  Duryea.  Gen.  Paine  later 
declined  to  serve,  and  Mr.  Henry  F.  Lippitt  was  elected  in  his 
stead.  The  committee  cabled  the  Royal  Ulster  Yacht  Club,  on 
August   11th  : 

"  A  challenge  from  your  club  will  be  most  agreeable.  Com- 
mittee appointed  with  full  power  to  act  on  challenge  and  arrange 
all  details.  Challenge  to  be  binding  and  carry  precedence  must 
be  accompanied  bv  name  of  owner,  and  certificate,  name,  rig  and 

[  199  ] 


[■«9«]  THE  LAWSON  HISTORY 

dimensions  of  the  challenging  yacht  as  specified  in  Deed  of  Gift. 
Your  committee  \\\\\  he  warmly  welcomed." 

On  September  3d  the  special  committee  of  the  Royal  Ulster 
Yacht  Club  w  as  received.  It  consisted  of  Vice-Commodore  R.  G. 
Sharman-Crawford,  Mr.  H.  M.  McGildowny,  and  Hugh  C.  Kelly, 
honorable  secretary.  They  were  accompanied  by  Mr.  William 
Fife,  Jr.,*  designer  of  the  challenging  boat,  and  Mr.  Charles 
Russell,  a  friend  of  Sir  Thomas  Lipton.  The  committee  presented 
the  following  challenge  : 

J.  V.  S.  Oddie,  EsqR., 

Secretary,  JSew  York  Yacht  Club, 

Dear  Sir:  —  We  have  the  honor,  on  behalf  of  the  Royal 
Ulster  Yacht  Club,  and  in  the  name  of  Sir  Thomas  Lipton,  a 
member  of  the  club,  to  challenge  to  sail  a  series  of  matches 
with  yacht  Shamrock  against  any  one  yacht  or  vessel  con- 
structed in  the  United  States  of  America,  for  the  America's 
cup,  subject  to  the  Deed  of  Gift  and  subject  to  the  conditions 
to  be  agreed  upon. 

The  foUow^ing  are  the  particulars  of  the  challenging  vessel : 

Owner,  Sir  Thomas  Lipton. 

Name  of  yacht,  Shamrock. 

Length  on  load  water-line,  89.5  feet. 

Rig,  cutter. 

The  custom-house  measurement  will  follow  as  soon  as 
possible. 

We  will  be  obliged  if  you  will  acknowledge  receipt  of  this 
challenge. 

Yours  very  truly, 

R.  G.  Sharman-Crawford,  V.  C,  R.  U.  Y.  C. 

H.    M.    McGlLDOWNV, 

Hugh  C.  Kelly,  Ho?i.  Secretary,  R.  U.    J.    C. 

It  will  be  observed  that  the  only  dimension  given  was  load 
water-line,  according  to  custom,  and  not  "dimensions  as  specified 
in  deed  of  gift,"  mentioned  in  the  New  York  Yacht  Club's  letter 
of  August  11th. 

The  New  York  Yacht  Club,  by  resolution,  decided  that  the 
arrangements  for  the  match  be  based  upon  the  conditions  "  ac- 
corded to  Charles  D.  Rose  under  his  challenge  of  1895  through 
the  Royal  Victoria  Yacht  Club." 

*  William  Fife,  Jr.,  of  Fairlie,  comes  of  a   family  began   designing  for  himself  In  1879.      The  cutter 

of  boat  builders,  the  founder  of  the   Fairlie  yards,  a  Clara,   imported   to  this  country   in    1885,   was  his 

wheelwright  from  Kilburnie,  having  started  the  busi-  first   vessel   to  attract  general  attention.      Minerva, 

ness  more   than  a  century  ago.      William   Fife,  Jr.,  imported  in  1889,  and  Canada,  winner  of  Canada's 

was  born  in  1858,  and  grew  up  among  boats  on  the  cup  at  Chicago  in  1896,  were  the  most  important 

banks  ot  the  Clyde.      His  apprenticeship  was  served  examples  of  his  design  seen  thereafter  in   this  coun- 

in  the  yaid  ot    A.    4:  J.    Inglis  at    Glasgow.      He  try  until  the  coming  of  Shamrock. 

[  2U0  j 


vv  Gw«  o  r 


S-r-^^-^^- 


//  OF  TH£ 

UNIVERSITY 


^THE  AMERICA'S  CVP  c-m] 

The  negotiations  between  the  committees  of  the  Ro3'al  Ulster 
Yacht  Ckib  and  the  New  York  Yacht  Ckib  were  brief  and 
harmonious.  The  guarded  attitude  maintained  by  both  sides 
in  the  Dunraven  negotiations  had  given  way  to  superlatively 
friendly  intercourse.  Sir  Thomas  Lipton  asked  little  and  conceded 
much,  and  therefore  was  considered  an  ideal  challenger. 

The  committee  of  the  Royal  Ulster  Club  before  returning  to 
Ireland  subscribed  on  September  6th,  1898,  to  the  conditions 
which  should  govern  the  match  under  their  challenge.  These 
provided  for  the  best  three  out  of  five  races,  the  first  to  be  sailed 
October  3d,  1899;  the  first,  third  and  fifth  fifteen  miles  to  windward 
or  leeward  and  return,  the  second  and  fourth  over  a  thirty-mile 
triangle  ;  all  starts  to  be  from  Sandy  Hook  light-vessel,  to  wind- 
ward if  possible  ;  the  time  limit  to  be  five  and  a  half  hours,  and 
postponed  races  of  one  kind  to  be  repeated  until  finished.  Each 
vessel  was  to  have  time  for  repairs  in  case  of  accidents  before  the 
preparatory  signal  for  a  race.  The  measuring  clause  was  the  same 
as  in  the  Dunraven  conditions,  with  the  marking  provision 
included. 

As  more  than  a  year  was  to  intervene  between  the  conclusion 
of  the  negotiations  and  the  sailing  of  the  races,  the  American  jnib- 
lic  held  great  expectations  as  to  the  character  of  the  yachts  that 
should  be  built  to  compete. 

Since  the  introduction  of  bronze  and  other  expensive  metals  in 
the  building  of  cup  defenders,  only  the  richest  could  afford  to  order 
them.  A  boat  like  Defender  cost  as  much  as  a  dozen  old-time 
racers  like  Mischief,  and  probably  six  times  as  much  as  Puritan. 
Yet  an  order  was  promptly  given  Herreshoff,  by  J.  Pierpont  Morgan, 
for  a  cup-defence  vessel,  to  be  kno\\n  as  Columbia.  C.  Oliver 
Iselin  had  a  share  in  her,  and  was  to  be  her  "  managing  owner." 

Expense  was  not  considered  in  this  case  by  either  the  defen- 
ders or  the  challenger.  Both  had  more  than  enough  money  to 
indulge  every  extravagance,  and  builders  of  both  the  defending  and 
challenging  yacht  were  given  cai-te  blanche.  How  much  the  boats 
cost  has  never  been  authoritatively  stated,  but  the  popular  belief 
was  that  the  expense  of  building  and  fitting  out,  and  sailing  them 
during  one  season  was  about  $250,000  each.  Thus  half  a  mil- 
lion dollars  was  spent  in  the  cup  contest  of  1899  on  competing 
boats  alone. 

The  defending  yacht  was  laid  down  early  in  the  winter  of 
1898-99,  at  the  Herreshoff  works  in  Bristol.  As  in  the  case  of 
Defender,  great  secrecy  *  was  aimed  at  regarding  the  details  of  her 

*  Prof.   J.  Harvard  Biles  of  the  chair  of  naval  pertinent    comments  on  secrecy  in   the    building  of 

architecture  of  the  University  of  Glasgow,  in  a  lee-  cup   racers  : 

ture  at  Glasgow    March   nth,  1901,   on  "  Ameri-  "Magic   was  thirteen  years  old    when  she   beat 

can    Yachts  and     Yachting,"    made  the    following  Cambria,  but  like  many  of  the  American  boats  of  that 

[201  ] 


[■«99]  THE  LAWSON  HISTORY 

her  construction.  The  jjublic  soon  knew,  however,  that  she  was 
to  be  plated  entire!}-  with  Tobin  bronze,  with  nickel-steel  frames, 
and  that  her  model  was  that  of  an  impro\ ed  Defender.  She  was 
indeed  a  larger  and  finer  Defender,  with  more  beam  and  draft,  a 
shallower  body,  finer  overhangs  and  a  thinner  fin,  with  lead  placed 
lower.  Her  dimensions  were  generally  stated  to  be  :  Length 
overall  131  feet;  beam  24.17  feet;  draft  19.75  feet;  least 
freeboard  4. 10  feet.  These  figures,  though  unofficial,  are  doubtless 
very  nearlj-  correct.  It  is  impossible,  however,  to  present 
authoritative  statements  concerning  craft  built  by  the  Herreshoff 
Manufacturing  Company,  which  considers  itself  under  no  obliga- 
tion to  yachtsmen  or  the  sport  of  yachting  which  should  lead  it  to 
make  public  any  facts  concerning  vessels  turned  out  at  its  shops. 

Columbia  was  launched  June  10th,  in  the  evening,  and  was 
given  her  first  trial  under  sail  Jime  25th.  She  was  a  beautiful 
boat,  the  handsomest  yacht  ever  produced,  all  critics  agreed,  and 
from  the  first  she  showed  great  speed.  As  a  trial-vessel  to  sail 
against  her  Defender  was  practically  rebuilt  at  the  expense  of  Com- 
modore J.  Pierpont  Morgan,  and  was  placed  under  the  manage- 
ment of  W.  Butler  Duncan,  PLsqr.  Columbia  was  in  charge  of  Capt. 
Charles  Barr,  and  carried  a  Deer  Isle  crew,  among  whom  were 
many  of  Defender's  old  men.  On  Defender  a  Scandinavian  crew 
was  shipped,  in  charge  of  Capt.  Urias  Rhodes. 

In  the  first  meeting  of  the  boats,  June  25th,  in  Narragansett 
Bay,  the  new  yacht  demonstrated  her  superior  speed,  and  in  re- 
peated meetings  with  Defender  was  "  worked  out  "  during  the  sum- 
mer most  thoroughly.  Both  boats  carried  steel  masts,  which  were 
lighter  than  pine,  and  added  to  their  speed  by  reducing  weight 
aloft.  On  August  2d,  when  sailing  against  Defender  off  Point 
Judith,  Columbia  was  dismasted,  tlirough  the  carrying  away  of 
her  port  spreader,  which  did  not  take  a  true  strain.  The  steel 
mast  collapsed  about  half-way  from  the  deck,  the  masthead  com- 
ing down  to  the  side,  but  the  spar  holding  together  at  the  point  of 
collapse.  Fortunately  no  one  was  hurt,  though  all  the  vessel's 
lofty  top-hamper  and  heavy  canvas  came  down  on  deck.  As  this 
w  as  the  first  accident  of  the  kind  on  a  yacht  carrying  a  steel  mast, 

time,  she  had  been  experimented  upon  by  having  dif-  course  success  almost  justifies  anything,  and  as  out- 

ferent  rigs  at  different  times,  and  had  been  rebuilt,  siders    hardly  dare  look  at  the  place    where    a  cup 

The  s.ime  kind  of  history   was  attached   to  Daunt-  challenger  or  defender  is  built,  we  must  believe  that 

less.      How  different  to  the  present  day  fashion  of  all  these   precautions   are   necessary   to    prevent   the 

building    a    yacht    for    international    racing  !      The  abstractions  of  secrets  which  each  designer   thinks 

veil    of  secrecy  surrounds  it   in   its   conception  and  vital    to  his  own    success,  but    which  probably  the 

construction,  and  the  newspapers  in  hushed,  whis-  other,  if  he  knew   them,  would  only  look  upon  as 

pering     paragraphs,     print    day    by     day     inviolable  something    to    avoid.        Perhaps   it    is    the    mutual 

secrets,  until,  when  the  vessel  is  launched  and  com-  desire  to  prevent    the  rival    designer  from  avoiding 

pleted  she  is  to  be  seen  by  an  interested  and  wonder-  the  other's  good  points  that  calls  for  such  precau- 

ing  public  at  a  distance  of  miles  for  fear  some  one  tions.      In  any  case,  it  gives  the  journalist  scope  for 

may  see  her  shape  and     the  material  of   which  her  ingenuity  which  would  be  unnecessary  and  malapro- 

builders  have  so  wondrously,  cleverly  built  her.      Of  pos  if  the  facts  were  available." 

[  202  ] 


of  THE  AMERICA'S  CVP  [>«99] 

it  attracted  much  attention.  The  vessel  was  ready  to  sail  again  in 
a  few  days,  and  with  Defender  was  entered  in  the  New  York 
Yacht  Club  cruise. 

On  August  10th,  in  the  club  run  from  Brenton  Reef  to  West 
Chop,  Vineyard  Haven,  thirty-seven  miles,  Columbia  won  a  fine 
race  from  Defender  under  unusual  conditions.  The  wind  was 
southerly,  and  about  twenty  knots  an  hour,  with  rain  and  mist, 
and  considerable  sea.  The  yachts  made  the  course  on  one 
tack,  their  times  for  the  thirty-seven  miles  being  3  h.  38  s.,  and 
3  h.  1  m.  52  s.,  respectively.  This  was  very  fast  time,  it  will  be 
observed,  though  both  boats  were  favored  in  squalls  encountered 
off  Gay  Head  and  elsewhere  on  the  course.  The  race  was  a  se- 
vere trial  for  a  new  boat  of  this  type. 

In  the  race  for  the  Astor  cup,  off  Newport,  August  14th, 
Columbia  defeated  Defender  13  m.  7  s.  over  the  Block  Island 
course.  The  wind  at  the  start  was  N.  W.,  and  light,  but 
freshened  during  the  race. 

Trial  races  between  Columbia  and  Defender  were  held  off  New- 
port on  September  2d  and  4th.  A  cup  for  the  winner  in  the 
first  race  was  offered  by  \V.  Gould  Brokaw.  The  race  was  fifteen 
miles  E.  by  S.  from  Brenton  Reef  light-vessel  and  return.  The 
wind  at  the  start  was  from  northward  and  westward,  a  moderate 
topsail-breeze,  strengthening  to  twelve  knots,  but  in  the  last  half 
of  the  race  a  light,  bafiling  air.  There  was  some  roll  from  an  old 
sea.     Columbia  beat  Defender  6  m.  49  s.  over  the  course. 

The  second  race  was  sailed  over  a  triangular  course,  ten  miles 
to  a  leg,  starting  at  Brenton  Reef  light-vessel.  The  wind  was  E. 
by  N.,  fifteen  knots.  Columbia  beat  Defender  10  m.  7  s.  over  the 
course.      A  cup  for  the  winner  was  offered  by  Harrison  B.  Moore. 

In  a  special  race  September  5th,  for  a  cup  offered  by  William 
G.  Goddard,  Columbia  beat  Defender,  in  a  strong  southwester, 
over  a  course  ten  miles  from  Brenton  Reef  light-vessel  and  return 
by  3  m.  22  s. 

In  England  the  work  of  building  and  tuning  up  the  challenger 
kept  pace  with  the  progress  made  on  Columbia. 

Shamrock  was  built  by  the  Thorney  crofts,  at  Mill  wall  on  the 
Thames,  near  London.  Her  underbody  plating  was  of  manganese 
bronze,  and  her  topsides  of  alloyed  aluminum.  She  was  clincher- 
built,  with  steel  frames,  and  was  135  tons  British  register,  87.69 
feet  on  the  water-line,  25  feet  beam,  with  10.55  feet  depth  of 
hold,   and  a  draft  of  20.25   feet. 

Shamrock's  lines  have  never  been  published.  She  combined 
some  of  the  features  of  Britannia  *  with  those  of  Defender.     She 

*  Britannia  was  designed  by  George  L  Watson  achieved  a  pronounced  success,  and  in  1894  took 
for  the  Prince  of  Wales,  (now  King  Edward  VII.),  38  races  in  42  starts.  She  has  won  more  races 
and  built  in  1893.      In  her  first  season's  racing  she     than  any  other  vessel  of  her  class,  having  a  record 

[  203  ] 


[■«99]  THE  LAWSON  HISTORY 

was  not  so  wide  as  the  challenger  that  preceded  her,  Valkj-rie  III., 
by  a  foot,  but  was  finer,  and  more  powerful,  while  her  spar-plan 
was  designed  for  a  great  spread  of  canvas. 

Shamrock  was  launched  June  24th,  1899.  From  accounts 
received  in  the  United  States  while  she  was  having  her  prelim- 
inary trials,  it  was  believed  she  was  a  marvellous  boat,  and,  to  an- 
ticipate, her  first  performances  in  these  waters  seemed  to  show  it. 
But  experience  showed  her  to  have  been  one  series  of  cup  races 
behind  the  boat  she  was  designed  to  meet.  She  would  have  made 
an  excellent  opponent  to  Defender,  whose  speed  she  about  equalled, 
but  it  was  proven  beyond  doubt  she  was  outclassed  by  Columbia, 
America  being  ahead  of  England  in  nearly  every  point  of  design 
and  construction  in  this  contest. 

Shamrock  came  to  this  country  under  reduced  cutter  rig,  con- 
voyed by  the  steam-yacht  Erin.  Permission  was  granted  by  the 
New  York  Yacht  Club  to  tow  Shamrock  in  calm  weather,  and 
under  tow  most  of  the  way  she  made  the  passage  from  Fairlee, 
which  was  left  August  3d,  to  Sandy  Hook,  via  the  Azores,  in 
fourteen  days  twenty  hours,  the  distance  being  three  thousand 
four  hundred  miles. 

On  her  arrival  here  Shamrock  was  rigged  promptly  for  racing, 
and  was  given  several  trials  off  Sandy  Hook,  in  which  she  appeared 
to  be  a  veritable  witch  in  light  airs.  On  Se])tember  13th  she  met 
with  an  accident,  her  steel  gafi'  buckling  until  it  collapsed.  It  may 
be  mentioned  here  that  her  spars  and  gear  \\  ere  too  light  for  her 
sails,  which  defect  caused  a  loss  of  speed.  She  was  finely  handled 
by  Capt.  Archie  Hogarth,  assisted  by  Capt.  Robert  Wringe. 

On  September  4th  Columbia  was  formally  selected  to  defend 
the  cup,  at  a  meeting  held  on  board  the  New  York  Yacht  Club 
flagship  Corsair  at  Newport,  and  it  \\  as  voted  to  notifv  Sir  Thomas 
Lipton  on  September  25th  of  this  choice.  As  Commodore  Morgan 
was  the  chief  owner  of  Columbia  he  resigned  from  the  cup 
committee  September  21st,  and  his  place  was  filled  by  Vice  Com- 
modore Led\'ard. 

At  a  conference  between  Sir  Thomas  Lipton  and  Mr.  C. 
Oliver  Iselin  on  September  27th,  it  was  decided  to  change  the 
conditions  of  the  match  with  respect  to  starts,  by  agreeing  to 
start  no  race  after    12.30,    instead  of    1.30,   as  originally  agreed 

of  more   tlian    lOO   first    prizes.       Her   best-known  that  the  mark-boat  had  been    shifted   inshore  (as  it 

race  was  against  Navahoe,  Sept.  nth,  1893,  for  the  was,  owing  to  heavy   weather    off  The   Needles). 

Brenton  Reef  cup,  carried  to  England  by  Genesta  in  The  protest  was  decided  in  Mr.   Carroll's  ftivor,  and 

1885.      The  course  was  from  The  Needles  to  and  Navahoe  was  declared  winner  of  the  race  and  of  the 

around  Cherbourg  (France)  breakwater,  120  miles,  cup,  which  was  brought  back  to  the   United  States, 

The  race  was  sailed   under  reefs,    in   a  strong  sea,  and  has  remained  here  since. 

Britannia's  time  being  10  h.   37  m.  35  s.,  and  Na-  Britannia's  dimensions  are  :  Load  water-line  87.8 

vahoe's   10  h.   37  m.   37^  s.      Britannia  was  de-  feet;    beam    23.66    feet;    draft    15    feet;    overall 

clared  the  winner  by  2"^  s.,  but  Mr.  Royal  Phelps  length    121.  5    feet. 
Carroll,  owner  of  Navahoe,  protested,  on  the  ground 

[  204  ] 


( 


<9/THE  AMERICA'S  CVP 


[1899] 


upon.  It  was  also  agreed  that  each  boat  should  have  a  represen- 
tative present  on  the  other  boat  during  measurements.  This  was 
at  Mr.  Iselin's  suggestion. 

The  signals  for  starting  were  agreed  upon  as  follows  :  Pre- 
paratory signal  to  be  given  at  10.45,  warning  signal  at  10.55,  and 
starting  signal  at  11  o'clock,  with  handicap  gun  two  minutes  after. 

Another  suggestion  of  Mr.  Iselin's  was  that  there  be  a  special 
arrangement  regarding  accidents  in  races.  This  resulted  in  an 
agreement  that  in  a  race  "each  yacht  shall  stand  by  the  con- 
sequences of  any  accident  happening  to  her,  and  the  uninjured 
vessel  shall  sail  out  the  race,"  the  parties  believing  "  that  the 
America's  cup  races  are  no  less  a  test  of  the  strength  of  construc- 
tion of  the  competing  vessels,  than  of  their  sailing  qualities." 

According  to  the  original  articles  of  agreement  the  regatta 
committee  was  given  power  to  postpone  starts  in  case  of  fog, 
agreed  postponement,  or  serious  accident,  or  "  if,  in  their  opinion, 
the  space  around  the  starting  line  is  not  sufficiendy  clear  at  the 
time  appointed  for  the  start."  The  time  limit  was  set  at  five  and 
a  half  hours,  unfinished  races  to  be  repeated  until  finished.  The 
vessels  were  to  be  given  reasonable  time  to  repair  in  case  of 
accidents  sustained  before  receiving  the  preparatory  signal. 

The  vessels  were  allowed  three  men  to  every  five  feet  of  rac- 
ing length  when  measured,  the  agreement  as  to  measuring  being 
the  same  as  that  in  the  Dunraven  conditions,  and  it  further  was 
agreed  that  the  water-line  should  be  marked  ' '  at  the  bow  and  as 
far  aft  as  possible,  on  each   vessel." 

These  latter  arrangements  stood  as  originally  made  in  Sep- 
tember 1898.  In  the  original  agreement  races  were  to  have  been 
sailed  on  Tuesdays,  Thursdays  and  Saturdays.  On  October  8th, 
1899,  it  was  found  advisable  to  change  this  arrangement,  and  it  was 
agreed  to  consider  every  week  day,  after  October  12th,  a  race  day. 

There  was  litde  fear  that  the  courses  in  the  races  would  be 
crowded  by  steamers,  for  the  United  States  government,  for  the 
first  time,  exercised  authority  to  keep  a  clear  course,  under  a 
special  act  of  congress,  passed  May  19th,  1896,  at  the  instance 
of  members  of  the  New  York  Yacht  Club  and  other  yachtsmen. 
This  act  was  an  amendment  to  section  4487  of  the  revised 
statutes,  navigation  laws  of  the  United  States,  and  was  as  follows  : 

In  order  to  provide  for  the  safety  of  passengers  on  excur- 
sion steamers,  yachts,  oarsmen  and  all  craft  whether  as 
observers  or  participants,  taking  part  in  regattas,  amateur  or 
professional,  that  may  hereafter  be  held  on  navigable  waters, 
the  secretary  of  the  treasury  be,  and  he  is  hereby,  authorized 
and  empowered,  in  his  discretion,  to  detail  revenue  cutters 
to  enforce  such  rules  and  regulations  as  may  be  adopted  to 

[  205  ] 


[■^99]  THE  LAWSON  HISTORY 

insure  the  safety  of  passengers  on  said  excursion  steamers, 
yachts,  oarsmen  and  all  craft,  whether  as  observers  or  par- 
ticipants, taking  part  in  such  regattas. 

Under  the  authority  conferred  by  this  act  Hon.  Lyman  Gage, 
secretary  of  the  treasury,  ordered  Capt.  (afterwards  Rear- 
Admiral)  Robley  D.  Evans  to  assume  charge  of  a  patrol  of 
government  vessels  to  keep  clear  the  courses  for  the  racers.  The 
patrol  fleet  consisted  of  six  revenue  cutters  and  six  torpedo  boats. 
To  this  fleet  were  added  by  Capt.  Evans  Corsair  and  Erin, 
steam-yachts,  half  a  dozen  tugs  used  by  newspaper  men,  and  the 
naval  militia  converted  yacht  Aileen.  The  cutters  used  were  : 
Manning,  Capt.  W.  H.  Roberts  ;  Onondaga,  Capt.  David  A.  Hall ; 
Algonquin,  Capt.  Owen  S.  Wiley  ;  Gresham,  Capt.  Thomas  D. 
Walker;  Windom,  Capt.  George  H.  Gooding.  Capt.  B'^vans' 
flag  was  on  the  Manning.  The  torpedo  boats  were  the  Porter, 
Dupont,  Morris,  McKensie,  Winslow'  and  Stiletto.  These  were 
in  command  of  Lieut.  Commander  J.  C.  Fremont,  U.  S.  N. 

The  patrol  maintained  by  these  vessels  was  distinguished  for 
its  thoroughness,  and  the  ease  with  which  the  enormous  excursion 
fleets  were  handled.  Charts  showing  the  courses,  and  detailed 
instructions  as  to  how  vessels  should  move,  were  issued  to  every 
captain  in  the  fleet,  and  having  the  government  stamp  of  authority 
they  carried  weight ;  though  it  may  be  said,  in  justice  to  the 
captains,  that  every  one  was  ready  to  use  all  means  in  his 
power  to  help  the  patrol. 

It  was  planned  to  give  the  yachts  one  mile  of  clear  water  in 
which  to  sail  at  all  times,  and  half  a  mile  on  all  sides  at  starts. 
This  was  done  to  the  letter  throughout  the  series  of  races,  crowd- 
ing thus  becoming  a  thing  of  the  past. 

According  to  custom,  the  competing  yachts  were  measured 
at  Erie  Basin  the  day  before  that  set  for  the  first  race.  The  result 
of  the  measuring  was  something  of  a  sin-prise  to  yachting  critics, 
who  expected  Shamrock  to  prove  the  larger  boat.  Though  heavier 
in  form  and  lines,  she  did  not,  as  the  following  comparison  of  the 
official  figures  shows  : 

Columbia  Shamrock 

Length  overall 131.00  ft.  12S.00  ft. 

Load  water-line 39.66  87.69 

Beam 24.00  25.00 

Draft         19-75  20.25 

Mast,  deck  to  hounds 74-00  74-00 

Topmast 64-5°  58. 06 

Boom 106.00  107.00 

GafF 64.95  67.64 

Base  of  fore-triangle         73-35  79-4^ 

Spinnaker-pole 73-35  79-4^ 

Tip  of  bowsprit  to  end  of  boom 181.62  189.13 

Perpendicular  for  measurement 134.75  128.28 

Sail  area 13,135.45  sq.  ft.       13,491.82  sq.  ft. 

Square  root  of  sail  area 114.61  116.15 

Racing  length 102.13  f'-  101.92ft. 

[  206  ] 


of  THE  AMERICA'S  CVP  [■^99] 

Columbia  allowed  Shamrock  6.31  seconds. 

With  this  measuring  the  boats  were  ready  for  the  series.  The 
representative  of  the  Royal  Ulster  Yacht  Club  on  Columbia  was 
to  be  Mr.  Hugh  C.  Kelly,  and  that  of  the  New  York  Yacht  Club 
on  Shamrock  Mr.  Henry  F.  Lippitt. 

No  series  of  races  in  the  cup's  history  was  ever  sailed  under 
such  adverse  and  trying  conditions  as  that  between  Columbia  and 
Shamrock.  An  unprecedented  period  of  foggy  weather  and  light 
airs  made  it  impossible  to  secure  a  race  until  thirteen  days  from 
the  first  day  set,  October  3d.  The  yachts  started  on  October 
3d,  5th,  7th  and  19th,  but  could  not  finish  within  the  time  limit 
for  want  of  wind,  while  none  of  these  meetings  afforded  a  con- 
clusive test  of  their  merits.  On  October  10th,  12th,  13th  and 
14th  they  were  unable  to  start  on  account  of  fog.  Such  an 
unprecedented  delay  was  a  sore  trial  of  the  patience  of  all  con- 
cerned, wrought  up  as  they  were  by  the  nervous  strain  of  racing, 
hard  work,  and  doubt  as  to  the  outcome  of  the  series  ;  while 
one  effect  of  the  meetings  of  the  boats  in  light  airs  was  to 
lead  Americans  to  believe  Shamrock  was  the  equal,  if  not  the 
superior  of  Columbia  as  a  light-weather  vessel.  The  races 
dissipated  this  illusion,  but  until  after  a  decisive  contest  many 
jachtsmen  off  Sandy  Hook  were  lukewarm  in  their  hopes  of 
Columbia. 

To  witness  the  first  meeting  of  the  boats,  on  October  3d,  the 
largest  excursion  fleet  ever  gathered  in  American  waters  assem- 
bled off  Sandy  Hook.  The  morning  was  cool  and  crisp,  and  the 
wind  came  from  N.N.E.  at  the  start.  It  later  backed  to  west  of 
north,  but  again  hauled  to  the  original  quarter,  varying  for  the  day 
from  twelve  knots  down  to  three  knots.  The  boats  were  sent  away 
to  leeward,  fifteen  miles,  S.  S.  W.,  in  a  fine  twelve-knot  breeze, 
carrying  their  biggest  club-topsails,  and  balloon  headsails.  Sham- 
rock had  the  better  of  the  start.  At  the  end  of  fifteen  minutes' 
sailing  Columbia  had  taken  the  lead,  but  at  the  end  of  half  an 
hour  Shamrock  led  again.  At  the  turn  Columbia  led,  but  at 
4.45,  when  the  race  was  called  off,  the  boats  were  only  two  hun- 
dred feet  apart.  Shamrock  to  windward  and  in  the  lead,  \\  ith 
Columbia  passing  through  her  lee  in  a  freshening  breeze.  They 
were  then  about  fi\'e  miles  from  the  finish.  This  trial  showed 
that  in  breezes  less  than  five  miles  an  hour  Shamrock  went  the 
faster. 

On  October  5th  the  yachts  started  in  a  light  breeze,  northerly 
and  westerly,  the  course,  fifteen  miles  to  leeward,  being  laid  S.E. 
by  E.  Each  carried  a  cloud  of  canvas.  Columbia  was  about 
twelve  seconds  ahead  in  crossing.  The  wind  hauled  after  the 
start  to  the  north,  making  a  reach,  while  the  boats  held  above 
their  course  to  improve  it.      Later  the  wind  flattened,  and  at  2.30 

[207] 


[■^99]  THE  LAWSON  HISTORY 

Columbia  became  becalmed,  losing  steerage-way.*  The  wind 
came  next  southeast,  and  very  light.  The  boats  beat  toward  the 
outer  mark,  but  at  4.30  were  four  miles  from  it,  and  about  two 
hundred  feet  apart,  with  Shamrock  ahead. 

On  October  7th  the  start  was  made  in  a  twelve-knot  breeze 
from  N.  N.  E. ,  the  course  being  S.  S.  W.  The  breeze  was 
strong  enough  to  raise  hopes  of  a  good  day's  racing.  The  yachts 
crossed  the  line  on  the  starboard  tack,  Columbia  at  11.21.02  and 
Shamrock  seventeen  seconds  later,  making  for  Columbia's  weather 
quarter.  The  Yankee  yacht  luffed,  and  as  a  result  the  boats 
sailed  twenty  minutes  on  a  broad  reach  toward  the  New  Jersey 
shore.  Shortly  after  11.40  they  bore  away  for  the  outer  mark, 
breaking  out  their  spinnakers.  In  the  reach  Shamrock  had 
obtained  the  weather  gauge,  but  she  lost  it  while  shifting  head- 
sails.  On  the  run  down  the  wind  she  overhauled  Columbia,  but 
rounded  the  mark  only  nine  seconds  ahead  of  her,  while  Columbia 
shot  around  in  a  strong  luff,  and  obtained  a  berth  on  Shamrock's 
weather  cjuarter.  The  wind  now  lightened,  and  at  4.31  the  race 
was  called  off,  with  the  boats  only  one  hundred  feet  apart,  and 
nine  miles  from  the  finish. 

The  finish  of  this  trial  afforded  a  picture  striking,  and  at  that 
time  unusual.  As  the  boats  moved  along  side  by  side,  rising  and 
falling  gently  on  the  long  swell,  the  late  afternoon  sun,  ruddy  in 
the  haze  above  the  New  Jersey  hills,  cast  a  broad  and  deep  shadow 
from  Shamrock's  topsail  full  upon  the  gleaming  white  mainsail  of 
Columbia.  To  the  superstitious  soul  of  Jack  Tar  this  would  have 
been  an  uncanny  manifestation,  and  the  yachtsmen  who  witnessed 
it,  with  a  refinement  of  superstition,  promptly  called  it  "  the  hand- 
writing on  the  wall."  Had  the  shadow  been  cast  by  Columbia  on 
Shamrock,  they  might  in  after  days  have  found  justification  for 
the  warnings  of  their  prophetic  souls. 

Just  then,  however,  every  man  who  had  watched  the  work  of 
Shamrock  was  ready  to  believe  anything  of  her.  She  seemed  very 
fast  in  light  airs,  and  by  logical  deduction  she  should  have  gone 
fast  in  heavier  winds  also,  for  she  was  big-bodied  and  not  so  fine 

*  At  this  point  the  Marconi  wireless  telegraph,  sent  broadcast,  but  was  denied  by  the  papers 
in  use  for  the  first  time  in  reporting  yacht  matches,  taking  the  Marconi  service,  by  which  accurate 
demonstrated  its  superiority  over  older  methods  of  bulletins  were  sent  from  the  ocean  steamer  La 
transmitted  reports  from  the  scene  of  a  race.  When  Grande  Duchesse,  as  that  vessel  followed  the  racers. 
Columbia  and  Shamrock  became  becalmed  the  The  successful  sending  of  these  messages  to  stations 
former  swung  around  on  her  course  until  she  headed  on  shore  served  to  give  the  Marconi  system  its  fir^t 
homeward.  The  boats  were  for  a  time  so  en-  prominence  in  the  United  States.  In  the  1895 
shrouded  in  haze  they  could  be  seen  but  a  few  races  the  best  bulletin  service  was  rendered  from  a 
miles.  Observers  were  stationed  on  Atlantic  High-  cable-ship  anchored  near  the  starting-line,  supple- 
lands,  N.  J.,  according  to  custom,  to  report  the  mented  by  tugs  employed  by  various  afternoon  papers, 
progress  of  the  races  to  newspapers  not  supplied  by  from  which  reports  were  sent  ashore,  in  water-tight 
the  Marconi  service.  A  temporary  lifting  of  the  receptacles,  to  the  beach  near  Sandy  Hook.  The 
haze  showed  them  Columbia  headed  landward,  and  wireless  telegraph  later  superseded  this  method 
they  reported  tlie  racers  bound  home  with  Columbia  almost  entirely, 
leading,  and  probably   a    winner.       This  news   was 

[  208  ] 


I 


-Jr--^^:*^iz:^ 


IJ,0Z 


of  THE  AMERICA'S  CVP  [-899] 

as  Columbia.  She  was  indeed  the  fastest  boat  at  drifting  ever 
seen  in  these  waters,  and  from  her  work  on  the  three  days  named 
she  naturally  sent  a  chill  over  the  followers  of  Columbia. 

The  next  date  of  meeting  of  the  boats  was  Tuesday,  October 
10th,  but  owing  to  a  calm  and  fog  they  did  not  leave  their 
moorings  at  Sandy   Hook. 

On  Thursday,  October  12th,  the  yachts  were  towed  to  Sandy 
Hook  light-vessel,  and  hoisted  their  sails  in  a  calm,  every  one 
hoping  for  a  breeze.  By  noon  no  wind  had  come,  and  at  12.03  the 
postponement  signal  was  shown  on  the  committee  boat. 

On  the  13th  of  the  month,  and  Friday,  no  orthodox  sailor 
expects  good  luck,  though  the  cup  was  won  on  such  a  day  and 
date.  On  this  day  fog  again  prevented  the  vessels  from  leaving 
their  moorings  at  Sandy  Hook. 

The  seventh  failure  to  secure  a  race  was  experienced  the  next 
day,  Saturday,  October  14th,  when  the  yachts  came  out  to  the 
light-vessel,  but  were  unable  to  start,  there  not  being  enough 
wind  to  give  them  steerage-way. 

At  last  the  patience  of  the  followers  of  the  races  was  rewarded, 
on  Monday,  October  16th.  No  race  having  yet  been  secured 
to  windward  or  leeward,  the  course  was  laid  fifteen  miles  to  wind- 
ward, E.  S.  E.  from  the  light-\essel.  There  was  a  ten-knot 
breeze,  remaining  true  all  day,  but  dropping  about  two  knots  in 
the  middle  of  the  race.  The  day  was  hazy,  ^ith  slight  fog  at 
times,  and  there  was  a  rolling  sea. 

The  advantage  of  the  start  was  gained  by  Columbia,  for 
though  Shamrock  was  the  first  across  the  line  by  three  seconds, 
Columbia  was  on  her  weather  quarter.  Half  an  hour's  sailing  in 
the  steady  club-topsail  breeze  showed  Columbia  an  eighth  of  a 
mile  to  windward.  At  the  end  of  an  hour's  sailing  her  lead  was 
half  a  mile,  and  at  the  turn  she  was  a  mile  and  a  quarter  in  the 
lead.  The  contest  had  been  a  splendid  one,  so  far  as  the  handling 
of  the  boats  was  concerned,  but  in  pointing  and  footing  Columbia 
greatly  outclassed  her  rival.  Owing  to  the  marked  superiority  of 
Columbia  the  race  lacked  interest  after  the  first  half-hour. 

The  beating  recei^'ed  by  Shamrock  in  this  race  settled  her 
chances,  in  the  minds  of  those  who  had  feared  her. 


The  official  summarv 


Elapsed  Corrected 

Outer  Mark  Finish  Time  Time 


Columbia ii. 01.06  1.48. 19  3-54-59  4-53-53  4-53-53 

Shamrock 11. 01. 03  1.58.08  4.05.10  5.04.07  5.04.01 

Columbia  allowed  Shamrock  six  seconds,  and  won  by  10  m.  8  s. 

The  boats  met  again  the  next  day,  the  challengers  professing 
hopefulness.  There  was  a  good  breeze  from  E.  by  S.,  and  some 
sea.  The  course  was  triangular,  the  first  leg  to  windward,  E.  by 
•4  [  209  ] 


[>899]  THE  LAWSON  HISTORY 

S.,  the  next  W.  ]/%  S.,  the  last  N.  N.  W.  With  every  prospect 
of  a  fine  race  the  boats  got  away  in  splendid  fashion,  on  the  star- 
board tack,  Columbia  first  over  the  line  by  two  seconds,  but 
Shamrock  in  the  weather  position.  The  start  was  notable  for  a 
fijie  performance  by  Columbia,  in  making  her  way  clean  through 
Shamrock's  lee  in  the  first  ten  minutes  of  sailing.  The  boats 
were  close  together,  and  Shamrock  completely  blanketed  Columbia, 
yet  the  latter  footed  the  faster,  and  sailed  rapidly  and  steadily  out 
of  the  visitor's  lee  in  a  fashion  so  handy  that  all  Americans  who 
saw  the  trick  were  delighted. 

This  was  all  the  glory  in  the  race  for  Columbia,  for  at  the  end 
of  twenty-five  minutes'  sailing,  when  the  boats  were  on  the  port 
tack,  Columbia  about  an  eighth  of  a  mile  to  windward  and  ahead. 
Shamrock's  topmast,  carrying  her  largest  club-topsail,  without 
warning  went  by  the  board,  having  broken  off  at  the  cap.  The 
yacht  was  at  once  brought  into  the  wind,  and  after  clearing  away 
the  wreckage  was  towed  in,  while  Columbia,  in  accordance  with 
the  agreement  covering  such  an  event,  sailed  over  the  course  and 
took  the  race.  The  accident  to  Shamrock  was  caused  by  the 
breaking  of  the  metal  fastenings  of  a  topmast  stay. 

The  official  summar}-  of  the  race  was  as  follows  : 


Start 

H.    M.    s. 

1st  Mark 

H.    M.    S. 

2d  Mark 

H.     M.    S. 

Finish 

H.     M.    S. 

Elapsed 

Time 

H.    M.    S. 

Corrected 
Time 

H,    M.    S. 

Columbia 
Shamrock     . 

II. 00.17 
11.00.15 

12.39.28 

(withdrew.) 

1.33.27 

2.37.17 

3.37.00 

3.37.00 

Columbia  made  the  first  leg  in  1  h.  39  m.  and  lis.;  the 
second  leg  in  53  m.  59  s.  ;  the  third  leg  in  1  h.  3  m.  and  44  s., 
and  the  course  in  3  h.  37  m. 

No  one  wanted  such  an  empty  victory,  but  under  the  terms 
of  agreement  covering  the  point  there  was  nothing  to  do  but 
accept  the  race. 

The  accident  showed  Shamrock  to  be  too  lightly  sparred  and 
rigged.  Another  topmast  was  put  on  end  the  same  day,  and 
rigging  it  was  completed  the  next  day.  Hoping  that  she  would 
do  better  with  more  ballast.  Sir  Thomas  caused  a  considerable 
quantity  of  lead  to  be  put  on  board,  and  on  the  18th  she  was 
given  a  remeasurement  at  Erie  Basin.  Her  water-line  was  in- 
creased from  87.69  to  88.98  feet,  and  instead  of  being  allowed 
six  seconds  by  Columbia  she  was  obliged  to  give  a  time  allowance 
of  sixteen  seconds. 

The  yachts  met  again  the  next  day,  October  19th,  but  in 
another  inconclusive  test,  there  not  being  enough  wind  to  finish 
the  race.  There  was  a  good  northwest  breeze  at  the  start,  of 
about  ten  knots,  but  it  softened  ^vithin  an  hour,  and  fell  steadily 
to  a  very  light  air.  The  course  was  fifteen  miles  to  leeward,  and 
the  boats  were  three  hours  and  a  half  making  the  run  to  the  outer 

[210] 


of  THE  AMERICA'S  CVP  ['899] 

murk.  Columbia  rounded  the  mark  about  an  eighth  of  a  mile  in 
the  lead.  The  race  was  called  off  at  4.20,  when  Columbia, 
leading,  was  about  five  miles  from  the  home  mark,  and  a  mile 
and  a  quarter  ahead.  The  wind  was  then  very  light  from 
the  westward. 

The  yachts  met  for  the  seventh  and  last  time,  on  the  eleventh 
day  set  for  a  race,  and  the  seventeenth  since  the  series  started,  on 
the  20th  of  October. 

For  the  first  time  in  the  match  there  was  wind  to  spare,  and 
the  race  they  sailed  was  one  of  a  very  few  of  the  khid  in  the 
annals  of  the  sport.  It  ranked  with  the  last  race  between 
Genesta  and  Puritan,  a  fierce  struggle,  in  which  the  boats  were 
matched  evenly  enough  to  afford  a  splendid  contest,  over  half  the 
course  at  least.  In  the  last  half,  however,  as  in  the  case  of 
the  race  mentioned,  the  home  boat  won  handily,  though  by  a  wider 
margin  than  had  Puritan  over  Genesta. 

The  morning  of  October  20th  was  sharp  and  frosty,  and  there 
was  a  fine  northerly  wind  off  Sandy  Hook,  a  breeze  too  strong  for 
the  very  large  club-topsails  the  yachts  had  hitherto  carried. 
It  was  a  day  for  oilskins  on  board  the  racers,  for  as  they  came  out 
for  the  start,  and  began  manoeuvring,  spray  rose  in  white 
showers  at  their  bows,  and  was  blown  often  the  full  length  of  their 
decks.  The  wind  being  N.  by  E.,  the  course  was  laid  to  leeward, 
fifteen  miles  S.  by  W.  The  breeze  was  strong  and  steady,  and 
by  the  time  the  yachts  were  given  the  starting  signal  it  blew 
twenty  miles  an  hour. 

The  start  was  one  of  the  most  inspiriting  the  sport  had  ever 
witnessed.  The  boats  came  for  the  line  on  the  starboard  tack, 
bowling  along  with  rails  under  and  foam  billowing  from  their  bow  s. 
As  the  smoke  was  blown  away  from  the  signal  gun  Shamrock 
bore  off,  and  crossed  the  line  thirty-four  seconds  after  gun-fire. 
Columbia,  with  a  rap  full  in  her  mainsail  and  a  roll  of  foam  under 
her  lee,  sailed  parallel  with  the  line  until  a  minute  and  one  second 
later,  crossing  at  11.01.35. 

Then  began  a  long  and  exciting  stern-chase  for  the  fleet  green 
yacht.  As  Columbia's  main-boom  was  eased  broad  oft"  to  port,  and 
she  straightened  her  course  for  Shamrock,  her  spinnaker,  which 
had  been  sent  up,  a  thin  curl,  in  stops,  was  broken  out  to  star- 
board. With  this  great  sail  set  the  yacht  was  under  as  much 
canvas  as  slie  could  carry  in  a  twenty-knot  breeze. 

The  spinnaker  had  not  been  set  long  before  it  was  seen  to 
collapse.  Exclamations  of  chagrin  were  heard  from  those  watch- 
ing the  boat.  It  was  feared  the  sail  had  burst.  This  was  not 
the  case,  but  the  pole  was  beyond  the  control  of  the  crew,  and 
had  lifted  until  the  sail  spilled  its  wind,  and  its  empty  folds  came 
together.      Presently  the  spinnaker  caught  another  full,  and  soon  it 

[211] 


[■^99]  THE  LAWSON  HISTORY 

was  pulling  tremendously,  though  w  ith  tlie  foot  so  high  that  its  edges 
described  complete  half-circles,  like  the  bellied  square-sail  of  some 
galleon  of  old  flying  before  the  trade-winds  of  the  Spanish  main. 
For  fully  three-quarters  of  an  hour  the  vessel  sailed  with  her  spin- 
naker thus  aloft,  where  a  spinnaker  was  never  used  before.  It 
was  pulling  vigorously,  and  with  its  aid  Columbia  at  the  end 
of  fifty  minutes  '  sailing  was  almost  up  with  her  opponent.  Both 
boats  were  fairly  flying  along,  their  spinnakers  to  starboard,  their 
mainsails  to  port,  and  above  each  a  working  topsail. 

With  various  changes  of  their  headsails  —  Shamrock  had  put 
on  her  topsail  before,  and  Columbia  after  crossing  —  the  boats  kept 
on  toward  the  line.  Shamrock  carried  a  greater  spread  of  canvas 
forward,  for  at  all  times  she  had  on  a  size  larger  jib  or  staysail 
than  Columbia,  and  she  also  carried  a  small  jib-topsail,  which  the 
defender  did  not. 

But  crowd  on  the  sail  as  he  would,  the  challenger  could  not  leave 
the  white  boat  behind.  At  the  end  of  an  hour  of  sailing  Columbia 
was  overhauling  Shamrock  "hand  over  hand,"  showing  a  splen- 
did burst  of  speed.  In  order  that  the  spinnaker  might  draw- 
better  she  was  sailed  half  a  point  or  so  to  leeward  of  her  course. 
She  was  now  on  the  lee  of  Shamrock's  wake,  and  with  every 
stitch  drawing  she  jumped  for  the  challenger.  No  hunted  hare 
ever  ran  faster  before  hound  than  Shamrock  ran  now .  It  was 
her  best  work  of  the  day,  and  of  her  stay  in  America,  and  she 
acquitted  herself  handsomely.  But  the  adroit  skipper  of  the 
defender  knew  his  boat.  He  had  counted  on  blanketing  the 
vessel  he  pursued. 

At  12.05,  with  the  stake-boat  less  than  three  miles  to  leeward 
of  them,  Columbia  began  to  steal  the  breeze  from  the  Irish  yacht, 
and  soon  had  her  covered. 

Cutting  along  in  Shamrock's  lee  Columbia  was,  within  three 
minutes,  on  even  terms  with  the  boat  she  had  pursued  so  far 
down  the  w ind.  The  lead  of  more  than  a  minute  at  the  start  was 
wiped  out.  The  boats  were  even  after  sailing  an  hour  and  eight 
minutes.  In  three  minutes  more  Columbia  came  out  of  her  oppo- 
nent's lee,  sailing  as  freely  as  if  alone,  and  headed  for  the 
mark,  now  close  aboard. 

In  the  moving  pictures  of  these  scenes  the  yachts  were  a  delight 
to  the  eye.  Their  bulging  can\'as,  hard  and  taut  ;  the  foam  roll- 
ing so  gracefully  from  their  bows  ;  the  water  hissing  along  their 
smooth  metal  hulls  ;  the  crested  waves  all  around  them  —  all  these 
component  parts  made  a  whole  not  soon  forgotten. 

The  finest  fifteen-mile  run  in  international  yachting  history  was 
here  ending  with  a  victory  for  the  American  boat.  Only  seven- 
teen seconds'  diflerence  in  the  times  of  the  boats  at  the  mark  told 
the  story  of  tlieir  relative  positions. 

[212] 


if 


■¥? 


^if 


;.^^ 


<^ 


of  THE  AMERICA'S  CVP  [•«99] 

Columbia  came  around  the  float  moving  fast  and  started  to  sheet 
home  with  her  head  for  the  Jersey  beach.  Shamrock  came 
around  uitli  her  sheet  so  far  off'  the  end  of  her  main-boom  caught 
on  the  top  of  a  wave  with  a  splash.  As  soon  as  she  had  sheeted 
home  she  luffed  hard  and  spilled  the  wind  from  her  mainsail,  in 
a  try  for  the  weather  gauge.  Columbia  would  not  brook  this,  and 
she  too  luffed. 

No  sooner  ^vere  the  boats  off"  on  this  first  tack  than  Shamrock's 
topsail  asserted  itself  by  slatting  and  bagging.  It  had  to  be  taken 
in,  and  down  it  came  with  a  flutter  to  the  deck.  A  smaller  one 
was  set  soon  after. 

The  challenger  was  by  this  time  making  a  strong  dash  into  the 
waves.  Spray  flew  at  times  half-way  up  her  mainmast  and 
went  aft  in  white  clouds.  Columbia  took  the  waves  more  grace- 
fully, and  though  she  dived  into  them  well  she  was  by  no  means 
as  wet  as  Shamrock. 

Columbia  had  not  tried  to  go  to  windward  with  her  topsail  set, 
and  at  no  time  in  the  thrash  home  did  she  use  it,  though  it  was 
up  in  stops.  She  had  no  need  for  it,  for  with  her  mainsail,  jib 
and  staysail  she  was  moving  as  fast  as  need  be  and  making  the 
best  kind  of  weather.  Her  superiority  in  pointing  was  clear.  She 
looked  much  higher  than  her  rival,  and  she  went  where  she  looked. 
Shamrock,  on  the  other  hand,  did  not  look  where  she  went. 

Five  minutes  of  sailing  on  this  tack  inshore  showed  the  race 
was  safe.  Although  Shamrock  was  footing  fast,  practically  as 
fast  as  the  defender,   her  pointing    was  killing  her. 

Shamrock  was  the  first  to  come  about,  after  twenty  minutes  of 
windward  sailing.  Here  a  measure  could  be  taken  of  the  work 
of  the  yachts  to  windward,  and  it  was  most  gratifying  to  backers 
of  the  home  boat.  She  had  made  her  way  straight  into  the  wind 
until  an  eighth  of  a  mile  of  clear  water  was  between  herself  and 
the  challenger.  It  was  splendid  work,  against  the  handicap  of  a 
mainsail  flapping  badly  at  the   leach. 

Taking  a  long  tack  seaward,  the  boats  came  about  again  at 
12.56.  By  that  time  Columbia  was  a  quarter  of  a  mile  to  wind- 
ward, and  the  race  was  won. 

From  that  point  Columbia  was  not  pressed.  Her  topsail  was 
not  set,  and  she  was  allowed  to  sail  easily  in  the  heavy  pufts  that 
came  off"  the  land  in  the  last  half  of  the  race.  But  Shamrock 
was  pushed  hard.  Her  working-topsail,  which  was  of  no  benefit 
to  her  after  turning  the  mark,  was  replaced  in  the  last  half  of  the 
beat  home  with  a  small  club-topsail.  This  gallant  efi"ort  to  puU 
up  by  cracking  on  sail  was  excellent  as  a  specimen  of  daring  and 
seamanship,  but  it  availed  nothing,  for  the  boat  shivered  under 
the  black  puff"s  which  struck  her,  and  had  often  to  be  eased  into 
the   wind  a  point  or  so.      She  footed   faster  than  she  had  in  the 

[213] 


[.899]  THE  LAWSON  HISTORY 

first  half  of  the  turn  to  w  indw  arcl,  but  not  fast  enough  to  materi- 
ally reduce  Cohimbia's  lead,  had  the  home  boat  been  driven. 

As  the  yachts  neared  the  home  mark  the  scene  was  wild. 
High  in  the  north  and  west  were  dark,  rolling  clouds,  and  the 
water,  flecked  with  white-caps,  reflected  their  forbidding  hues, 
and  was  a  deep,  dull  green.  Through  a  rift  in  a  cloud  a  shaft  of 
light  fell  on  the  dark  sea,  and  for  a  second  rested  on  the  sails  of 
Columbia.  Inland,  to  leeward  of  Sandy  Hook,  the  sun  was 
shining  brightly  down  from  behind  a  cloud-bank,  and  in  the  north 
there  was  a  clear,  cold  horizon  of  steel-blue,  against  which  the 
waiting  fleet  stood  out  in  bold  relief.  The  picture  was  completed 
by  the  winner  coming  home  with  lee  rail  under,  and  the  spray 
flying  full  length  of  her  gleaming  deck.  When  she  went  over 
the  line  the  green  challenger  was  still  half  a  mile  to  leeward, 
staggering  along  under  her  great  spread  of  canvas. 

The  oflicial  summary  : 


Elapsed 

Corrected 

Start 

Outer  Mark 

Finish 

Time 

Time 

H.    M.    s. 

H.    M     s. 

H.     M.    S. 

H.    M.    s. 

H.    M.    s. 

Columbia     .      . 

.      .        II. 01.35 

12.19.00 

2.40.00 

3.38.Z5 

3.38.09 

Shamrock    . 

.      .        11.00.34 

12. 19.17 

2.45.17 

3-44-43 

3-44-43 

Columbia  gained  on  the  first  leg  1  m.  18  s.,  on  the  second  leg 
5  m.,  and  won  by  G  m.  34  s. 

That  night  Sir  Thomas  Lipton  announced  his  intention  of 
challenging  again   for  the  cup. 

Shamrock  w  as  tow  ed  back  to  England,  via  the  Azores,  makhig 
the  trip  in  fifteen  days  seven  hours  from  New  York,  which  was 
left  Nov.  2d,  to  Land's  End,  which  was  passed  Nov.  17th. 

Sir  Thomas  counted  his  first  yachting  season  in  American 
waters  a  great  success,  even  though  he  did  not  win  the  cup.  He 
entertained  lavishly  on  his  steam-yacht  Erin,  his  parties  of  guests 
being  so  large  that  a  special  steamer  w  as  hired  to  transport  them 
to  the  yacht.  Throughout  the  yachting  season  his  fleet  of  yachts, 
tugs  and  tenders  carried  his  striking  private  signal,  a  vivid  green 
Shamrock  on  a  yellow  ground,  w  ith  a  broad  green  border,  into  all 
parts  of  New  York  Bay.  The  newspapers  printed  many  columns 
describing  his  wonderful  rise  in  the  world  since  the  days  of  his 
early  experiences  as  a  dock  laborer  in  New  York  ;  of  his  ^ast  tea 
plantations,  his  pork-packing  interests  in  the  West,  his  great 
grocery-store  syndicate  in  England  with  its  capital  of  millions  of 
pounds  sterling  ;  of  his  dinner-parties,  his  rare  wines,  his  Cinga- 
lese servants,  his  grace  as  a  host  and  his  chivalric  devotion  to 
American  women,  with  a  jocular  allusion  to  the  possibility  of  his 
losing  his  bachelor  heart  to  some  fair  one  among  the  American 
girls  he  met. 

Lipton \s  yachts,  his  sailors,  his  sailing-masters  and  mascots 
incidentally  came   in   for  notice,   while   Lipton  was  voted  the  most 

[214  J 


^THE  AMERICA'S  CVP 


[1899] 


democratic  man  who  ever  challenged  for  the  cup,  and  a  good  loser. 
He  was  everybody's  friend,  hail-fellow-well-met,  and  at  club 
banquets  and  other  social  gatherings  which  he  attended  before 
returning  to  England  he  spoke  eloquently  of  his  admiration  for 
Americans,  and  for  America,  where  he  laid  the  foundation  for  his 
success  in  life. 

On  his  return  to  England  reports  were  cabled  to  this  country 
that  Sir  Thomas  had  been  warmly  welcomed  home  by  his  royal 
friend  the  Prince  of  Wales. 


[215] 


[i9oi] 


THE  LAWSON  HISTORY 


TWO  VESSELS  ARE  BUILT  FOR  CUP 
DEFENCE,  BUT  NEITHER  OF  THEM 
IS  CHOSEN:    1901.    CHAPTER  XIV. 

IR  THOMAS  LIPTON  lost  no  time  in  announc- 
ing his  plans  for  his  second  attempt  to  "lift  the 
cup."  Fife  having  failed  with  Shamrock  I.  to 
make  possible  the  realization  of  Sir  Thomas'  high 
ambition  was  to  be  put  aside,  and  Watson,  Amer- 
icans learned  through  the  press,  would  be  pre- 
vailed on,  it  was  hoped,  to  accept  a  commission  to 
_  design    the   second   challenger.     'He   was    to   be 

fpsssstf^^Ssss^  given  a  free  hand,  the  cleverest  builders  in  Britain 
were  to  be  employed  to  construct  the  vessel,  and,  to  quote  Sir 
Thomas,  five-pound  notes  were  to  be  "  shovelled  on  "  to  spur  all 
concerned  to  their  highest  achievements. 

This,  in  a  period  in  the  cup's  history  when  money  was  the 
chief  essential  of  prestige  in  a  challenger,  w  as  indeed  evidence  of 
Sir  Thomas'  unconquerable  will,  and  it  served  well  to  keep  alive 
interest  in  the  cup  contests  during  the  year  that  elapsed  between 
the  return  of  the  defeated  Shamrock  to  England  and  the  arrival  of 
Sir  Thomas'  second  challenge. 

This  challenge,  like  the  first,  came  from  the  Royal  Ulster 
Yacht  Club.     It  was  as  follows  : 

Royal   Ulster  Yacht  Club, 
Mt.   Pottinger  Road,   Belfast,   Ireland, 
Oct.  2d,  1900. 
J.  V.  S.  Oddie,  EsqR., 

Secretary  Nexv  York  Yacht  Club,  A'exv  York. 
Dear  Sir: — I  am  requested  by  Sir  Thomas  J.  Lipton 
to  forward  you  this  challenge  for  the  America  cup,  subject, 
as  to  starts  and  courses  and  other  details,  to  the  same  condi- 
tions as  upon  the  occasion  of  the  last  race,  which  were  found 
so  satisfactory. 

The  first  race  to  be  sailed  on  Tuesday,  Aug.  20,  1901. 
The   second  race  to   be   sailed  on   Thursday,  Aug.   22, 
1901. 

The  third  race  to  be  sailed  on  Saturday,  Aug.  24,  1901. 
Further  races,  if  any,  to  be  sailed  upon  the  same  days  in 
the  following  week. 

I,  therefore,  on  behalf  of  the  Royal  Ulster  Yacht  Club, 
and  in  the  name  of  Sir  Thomas  Lipton,  rear  commodore  of 
the  club,  challenge  to  sail  a  series  of  match  races  with  the 

[216] 


o/THE  AMERICA'S  CVP  [.,o.] 

yacht  Shamrock  II.  against  any  other  yacht  or  vessel  con- 
structed in  the  United  States  of  America,  for  the  America 
cup. 

The    following    are    the    particulars    of    the    challenging 
vessel : 

Owner,  Sir  Thomas  J.  Lipton. 

Name  of  yacht,  Shamrock  II. 

Length  on  load  water-line,  89.5  feet. 

Rig,  cutter. 

The   custom-house   measurement   will   follow  as   soon  as 
the  vessel  can  be  measured  for  registration. 

I   shall  be  much  obliged  if  you  will  cable  the  receipt  of 
this  challenge. 

Hugh  C.  Kelly, 
Honorable  Secretary,  Royal  Ulster  Yacht  Club. 

The  New  York  Yacht  Club  appointed  a  cup  committee  com- 
posed of  the  following  members  :  Commodore  Lewis  Cass 
Ledyard,  Vice  Commodore  August  Belmont,  Rear  Commodore 
C.  L.  F.  Robinson,  Secretary  J.  V.  S.  Oddie  ;  S.  Nicholson 
Kane,  chairman  of  the  regatta  committee,  Ex-Commodore  E.  D. 
Morgan,  E.  M.  Brown,  J.  Pierpont  Morgan,   C.  Oliver  Iselin. 

The  committee  on  October  17th,  1900,  sent  the  following 
acceptance  of  the   Lipton  challenge  by  cable  : 

New  York,  Oct.  17th,  1900. 
Hugh  C.  Kelly, 

Secretary  of  the  Royal  Ulster  Yacht  Club,  Belfast. 
Meeting  committee  held.  Your  challenge  accepted. 
Conditions  same  as  stood  at  close  of  last  year's  races,  includ- 
ing private  agreement  as  to  accidents,  and  except  as  modified 
as  to  days  of  races  by  your  challenge,  and  extending  limit 
of  time  of  start  to  2  p.  m.,  suitable  to  change  of  months.  Is 
this  satisfactory  ? 

Oddie. 

On  Oct.  22d  Sir  Thomas  Lipton  requested  by  cable  that 
starts  be  made  not  later  than  1  p.  m.  and  that  the  time  limit  be  six 
hours  instead  of  five  and  one-half  hours.  The  committee  granted 
the  first  request,  but  not  the  second. 

Conditions  to  govern  the  match  were  forwarded  to  the  chal- 
lenging club  Dec.  10th,  1900.  They  called  for  best  three  out  of 
five  races,  starting  from  Sandy  Hook  light-vessel,  the  first  to  be 
fifteen  miles  to  windward  and  leeward,  and  the  next  over  a  thirty- 
mile  triangle,  the  same  courses  to  be  repeated  in  subsequent 
races  ;  all  starts  to  be  to  w  indward  w  hen  possible  ;   the  committee 

[217  J 


[•9°']  THE  LAWSON  HISTORY 

to  have  power  to  shift  tlie  starting-point  to  secure  a  Avindward 
start;  starting  signals  to  be  as  nearly  as  practicable  at  11  a.  m., 
and  delayed  only  (l)  in  case  of  a  change  of  start  as  above  ;  (2) 
in  case  of  fog  ;  (3)  if  in  the  opinion  of  the  regatta  committee  the 
starting  line  is  not  sufficiently  clear  at  the  time  appointed  for  the 
start ;  (4)  in  case  both  yachts  agree  to  a  postponement  ;  (5)  in 
case  of  serious  accident  to  either  vessel,  under  special  agreement 
that  either  vessel  shall  have  sufficient  time  to  effect  repairs  after 
any  accident  happening  prior  to  the  preparatory  signal  for  a  race, 
or  in  case  of  an  accident  happening  in  a  race,  time  for  repairs  to 
be  given  before  starting  another  race  ;  preparatory  signal  to  be 
given  fifteen  minutes,  and  warning  signal  five  minutes  before 
starting  signal  ;  exact  time  of  a  yacht  crossing  the  line  to  be 
taken  as  her  start  during  the  two  minutes  following  the  starting 
signal,  and  the  end  of  that  time  as  the  start  of  the  yacht  crossing 
after  its  expiration  ;  no  race  to  be  started  after  1  p.  m.  ;  time 
limit  of  a  race  five  and  one-half  hours  ;  defending  yacht  to  be 
named  one  week  before  the  first  race  ;  New  York  Yacht  Club 
rules  to  govern  measurement  and  time  allowance,  and  the  club's 
racing  rules  to  govern  the  races,  except  as  modified  by  agree- 
ment ;  races  to  be  sailed  August  20th,  22d  and  24th,  and'  suc- 
ceeding Tuesdays,  Thursdays  and  Saturdays  ;  unfinished  races 
of  one  kind  to  be  repeated  until  finished  ;  vessels  to  be  measured 
with  all  weights  to  be  carried  in  a  race  on  board,  and  to  be 
allowed  three  men  to  every  five  feet  racing  length,  restrictions  as 
to  floors,  bulkheads  and  w  ater  tanks  to  be  waived  ;  either  yacht 
altering  trim  to  arrange  for  remeasurement  before  racing  again  ; 
water-lines  to  be  marked. 

Sir  Thomas  Lipton  on  Jan.  30th,  1901,  requested  that  the 
yachts  be  given  a  one-gun  start,  that  they  be  measured  at  the 
Brooklyn  navy  yard  graving-dock,  and  that  Shamrock  be  given 
three  weeks  to  refit  at  New  York  in  the  event  of  being  delayed  by 
stress  of  weather  or  other  cause.  The  New  York  Yacht  Club 
committee  replied,  Feb.  18th,  that  it  could  see  no  reason  for 
changing  the  method  of  starting  the  races  ;  that  it  did  not  control 
the  Brooklyn  navy  yard  dock  and  therefore  was  not  siu-e  of  it 
when  wanted,  and  deemed  it  inexpedient  to  make  its  use  a 
condition  of  the  match  ;  and  agreeing  to  allow  Shamrock  three 
weeks  for  fitting  out  after  arrival,  but  the  first  race  to  be  sailed 
not  later  than  Aug.  27th.  This  in  substance  provided  for  a 
possible  postponement  of  the  races  for  a  week  only,  even  if 
Shamrock  arrived  less  than  three  weeks  before  that  date. 

Three  American  yachts  of  the  cup  class  were  put  in  com- 
mission at  the  opening  of  the  sailing  season  of  1901.  One  was 
Columbia,  defender  of  1899,  the  odier  was  a  new^  Herreshoft"  boat 
built  ibr  a  New  York  Yacht  Club  syndicate  and  called  Constitu- 

[218] 


-^o* '-.-  _  --^ 


of  THE  AMERICA'S  CVP  [■90.? 

tion,  and  the  third  was  built  in  Boston,  for  Thomas  W.  Lavvson, 
and  was  called  Independence.  An  authentic  detailed  description 
of  this  boat  is  given  in  another  chapter  of  this  book. 

From  the  standpoint  of  practical  yachtsmen  no  progress  was 
made  in  the  sport  by  the  racing  of  1901.  Constitution,  though 
built  expressly  as  defender  of  the  cup,  proved  a  failure  for  the 
purpose,  chielly  through  inefficient  management.  Though  very 
fast,  especially  in  light  winds,  Constitution  was  so  badly  handled, 
and  therefore  her  all-around  performance  was  so  uncertain,  that 
the  cup  committee  dare  not  name  her  to  defend  the  cup,  and 
chose  Columbia,  the  two-year-old  champion,  in  her  stead.  In- 
dependence did  not  participate  in  the  trial  races,  for  reasons 
outside  the  question  of  her    merits. 

The  season  opened  with  a  revival  of  the  old-ti.ne  spirit  of 
rivalry  for  cup  defence  between  Boston  and  New  York.  Bos- 
ton expected  the  Lawson  boat  to  bring  honor  to  Massachusetts 
Bay  as  did  its  three  Burgess  defenders  of  the  cup,  while  the 
new  Herreshoff  vessel  was  expected  by  her  backers  to  far  ex- 
cel in  speed  any  yacht  ever  built.  These  opposing  hopes  were 
in  turn  shattered,  and  that  the  cup  did  not  go  abroad  was  due 
more  to  the  challengers'  shortcomings  than  acquired  merit  in 
the  defenders. 

The  two  new  boats  on  which  vain  hopes  were  staked  were 
laid  down  about  the  same  time,  though  Constitution  was  first 
launched,  at  8.32  o'clock  on  the  evening  of  May  6th.  The  same 
absurd  attempts  at  secrecy  on  the  part  of  her  builders  were  main- 
tained while  she  was  under  construction  as  in  the  case  of  Vigilant, 
Defender  and  Columbia,  and  they  were   equally  ineffectual. 

To  the  ordinary  observer  Constitution  was  a  twin  of  Columbia, 
with  the  difference  of  a  slighdy  thinner  overhang  aft.  Designers 
described  her  as  similar  in  form  and  sheer  to  both  Defender 
and  Columbia,  though  her  midship  section  was  fuller  than 
Columbia's  and  seemed  more  like  Defender's.  Her  lead  keel 
was  cast  in  the  same  mould  as  Columbia's.  Her  designed 
water-line  length  was  89  feet  9  inches,  her  overall  length  132 
feet  6  inches,  beam  at  water-line  25  feet  2y2  inches,  and  draft 
19  feet  10  inches.      These  dimensions  are  approximate. 

Her  lines  both  fore  and  aft,  and  in  her  sections,  were  stated  to 
be  "  fair,  fine  and  beautiful,  with  clear  sweeps,  and  an  absence  of 
hardness  or  freakishness."  She  was  called  a  "  normal"  boat  to 
even  a  greater  degree  than  Columbia,  and  was  pointed  out  with 
pride  by  those  opposed  to  other  types.  Her  construction  was  de- 
scribed as  a  system  of  web  frames  and  longitudinals,  backed  by 
tubular  braces,  the  lower  plating  in-and-out,  with  bilge  and  topsides 
flush.  The  plating  was  of  Tobin  bronze,  %6-inch  thick  on  the 
topsides  and  %2  below.     The  deck  was  thm  steel,  covered  with 

[219] 


[■90.]  THE  LAWSON  HISTORY 

cork  tiling   laid  in    shellac   under    pressure.      The   workmanship 
throughout  was  of  the  highest  order. 

W.  P.  Stephens,  a  practical  designer,  gave  the  following  de- 
scription of  Constitution's  construction  in  The  Rudder  of  June, 
1901  : 

"The  framing  of  the  hull  follows  an  entirely  new  method,  as 
applied  to  yacht  construction,  the  invention  of  Mr.  HerreshofF. 
In  all  ordinary  metal  construction  the  general  plan  of  the  framing 
is  similar  to  the  skeleton  of  a  fish,  there  being  a  backbone  or  keel 
with  a  large  number  of  ribs  or  frames,  all  practically  of  the  same 
size,  attached  to  it  at  regular  intervals.  In  the  case  of  the  previ- 
ous Herreshoff  ninety-footers  the  frames  have  been  of  steel 
angles,  extending  from  keel  to  deck,  and  spaced  about  twenty 
inches  apart.  A  few  longitudinal  members  in  the  form  of  bilge- 
stringers  are  used  to  stiffen  the  steel  frames.  Other  angles  run 
along  the  inside  of  them,  but  the  main  strength  of  the  construction 
rests  in  the  frames  and  the  plating,  the  ribs  and  the  skin. 

"  In  Constitution  the  frames  play  a  subordinate  part,  only  one- 
quarter  of  them  extending  above  the  hollow  of  the  floor,  at  the 
joint  of  the  fourth  plate  from  the  top  and  the  third  from  the  bottom. 
In  place  of  them  a  system  of  w  eb  frames  is  used,  the  web  frame 
being  practically  a  solid  bulkhead  w  ith  the  central  portion  cut  out, 
leaving  a  rim  of  about  fifteen  inches  width  in  the  midship  webs 
and  decreasing  toward  the  ends. 

"The  construction  is  similar  to  that  used  in  model  yachts,  in 
which  each  section  is  cut  from  a  solid  piece  of  wood,  the  centre 
being  removed  to  lighten  it.  These  web  frames  are  built  up  of 
sheet  steel  from  %o  to  %o-inch  thick  and  fifteen  inches  wide,  in 
sections  joined  by  a  23^-inch  lap  jomt.  Both  outer  and  inner 
edges  are  stiffened  by  a  pair  of  steel  angles,  one  and  one-half  by 
one  and  one-half  inches,  the  outer  angles,  which  are  cut  at  each 
longitudinal,  serving  to  connect  the  web  frame  to  the  plating. 
The  web  and  angles  are  continuous  under  the  deck.  These  web 
frames  are  spaced  at  four  times  the  usual  distance  apart,  eighty 
inches,  and  between  them  are  three  ordinary  frames  at  twenty-inch 
intervals,  but  extending  only  up  to  the  hollow  of  the  floor.  Above 
this  point  the  w  eb  frames  are  connected  by  a  system  of  longitu- 
dinals running  through  them  and  directly  in  contact  with  the  hull 
plating. 

"There  are  seven  plates,  each  about  four  feet  A\'ide,  on  each 
side  of  the  vessel,  of  Tobin  bronze,  the  lower  or  garboard  being 
%2-inch  thick,  the  next  three  each  %2-inch,  and  the  three  on 
the  topsides  each  %2-inch.  The  garboard  laps  for  about  half  of 
its  width  on  to  the  lead  keel,  to  which  it  is  fastened  by  bronze  tap 
screws,  each  five-eighths  by  six  inches,  there  being  four  hundred 
and  twelve  screws  to  each  garboard. 

[  220  ] 


THE  AMERICA'S  CVP  ['9°.; 

"  The  keel-plate  is  made  up  of  three  sections  of  bronze  casting, 
as  in  Defender  and  Columbia,  twenty  inches  wide  and  about  one- 
half  inch  thick,  with  a  flange  four  inches  high  along  each  edge  to 
which  the  centre  of  the  garboard  is  riveted  ;  similar  thwartship 
flanges  being  cast  for  the  heels  of  the  frames  and  the  floor-plates. 
The  keel-plate  is  also  fastened  directly  to  the  lead  keel  by  bronze 
lag  screws  one  by  ten  inches,  and  thirty-seven  in  number.  The 
second  plate  from  the  bottom  laps  over  the  upper  edge  of  the  gar- 
board  in  the  usual  way  and  also  over  the  lower  edge  of  the  third 
plate,  but  the  adjoining  edges  of  the  third  and  fourth  plates  form 
a  flush  joint,  both  butting  on  the  head  of  the  T-beam  which  forms 
the  longitudinal  at  this  point. 

"  The  next  longitudinal,  going  upward,  is  in  the  miodle  of  the 
fourth  plate,  a  bulb-angle,  and  they  continue  alternately,  a  T-beam 
at  each  joint  and  a  bulb-angle  in  the  centre  of  each  plate,  the  last 
one  being  a  bulb-angle  on  top  of  the  deck  plating  connecting  it  to 
the  upper  strake,  which  extends  about  two  inches  above  the  deck. 
The  T-bars  are  four  and  one-half  i)y  four  and  one-half  inches  in 
the  middle  of  the  hull,  diminishing  in  size  at  the  ends,  and  the 
bulb-angles  are  three  by  two  inches  in  the  middle.  The  former 
are  joined  by  means  of  a  U-shaped  clip,  the  ends  Ixitting,  but  the 
latter  are  laid  back  to  back  and  lap  at  the  joints,  the  ends  being 
riveted  together. 

"All  the  longitudinals  are  continuous  from  stem  to  horn-tim- 
ber, thus  passing  through  the  web  frames.  A  system  of  braces, 
of  1^-inch  steel  tubing  is  used,  two  at  each  intersection  of  web 
frame  and  longitudinal,  bracing  the  inner  edge  of  the  web  and 
preventing  it  from  buckling. 

"  The  deck  is  of  steel  plate  supported  by  longitudinal  stringers 
of  bulb-angles,  passing  through  the  upper  edge  of  each  web  frame. 
The  ordinary  deep  floor-plates  at  the  heels  of  the  frames  have 
been  replaced  by  smaller  ones  only  twelve  inches  deep  on  each  of 
the  short  angle-frames  with  a  tie  twelve  inches  by  34 -inch  higher 
up  and  a  short  brace  1^-inch  square  between  the  two,  thus 
stifiening  the  interior  of  the  fin  between  the  web  frames.  Each 
web  frame  is  stiffened  by  two  struts  of  three-inch  steel  tubing 
from  the  bilge  to  the  deck,  at  about  the  quarter  breadth  of  the 
boat,  but  near  the  mast  these  tubes  are  moved  in  close  to  the 
step  and  partners,  and  additional  ones,  placed  diagonally  in  a  fore 
and  aft  direction,  are  used. 

"The  mast  step  itself  is  very  strongly  built,  an  extra  web 
frame  is  inserted,  and  the  keel-plate  is  increased  to  S^-inch 
thickness  beneath  the  step.  The  throats  of  the  web  frames 
under  the  mast  are  deepened  and  the  keel  is  built  up  into  a  deep 
longitudinal  girder  for  a  length  of  twenty  feet,  the  top  of  this 
structure    being    nearly   seven    feet   below  the  deck.      The   mast 

[221] 


['90.]  THE  LAWSON  HISTORY 

rests  on  two  thicknesses  of  fs-inch  steel  plate  riveted  to  the 
web  frames  and  keel-plates  ;  on  the  lower  end  of  the  mast  is  a 
ring  of  one  and  one-half  by  one  and  one-half  inch  angle-bar,  the 
vertical  flange  riveted  to  the  mast  and  the  horizontal  flange  pierced 
with  holes  for  )^-inch  bolts.  When  the  mast  is  stepped  it 
is  bolted  fast  by  this  ring  to  the  pedestal,  of  which  it  becomes  a 
part,  being  rooted  in  the  hull  by  a  broad  spreading  base  exactly 
as  a  tree  is  rooted  in  the  soil.  The  tremendous  pressure  of  the 
mast,  which  nearly  caused  a  wreck  in  Defender  in  her  first  races 
in  1895,  is  thus  transmitted  to  the  whole  hull  and  fin  instead  of 
being  concentrated  in  a  comparatively  small  area." 

In  her  equipment  of  spars  and  sails  it  was  intended  to  make 
Constitution  the  equal,  if  not  the  superior  of  Columbia.  This 
purpose,  for  one  reason  or  another  failed.  Her  mainmast  was 
of  steel  plate  with  two  longitudinal  joints,  stiffened  inside  by  eight 
bulb-angles  and  by  rings  of  steel  plate  at  intervals.  At  the  head 
it  carried  curved  steel  angles  forming  collars  for  the  eyes  of  the 
shrouds  and  pendants,  and  also  a  number  of  iron  grips  or  §teps 
for  the  use  of  the  men  in  going  aloft.  The  topmast,  of  Oregon 
pine,  housed  within  the  lower  mast,  being  slung  by  a  heel-rope  of 
wire  which  was  led  to  a  winch  below  deck,  this  rope  being  long 
enough  to  allow  the  topmast  to  drop  down  to  the  extreme  lower 
end  of  the  mast.  The  topmast  rigging  was  carried  on  a  conical 
funnel  about  three  feet  high,  of  steel  plate,  which  shipped  in  the 
head  of  the  lowermast  as  the  topmast  was  housed,  being  taken  up 
again  as  the  topmast  was  raised.  There  were  tw  enty-one  mast- 
hoops,  of  light  steel  tubing,  galvanized.  These  hoops  could  only  be 
used  for  the  low  er  portion  of  the  luft',  as  the  mast  carried,  about  two- 
thirds  of  the  distance  from  deck  to  hounds,  three  forged  lugs  on 
each  side,  riveted  fast.  There  were  three  lower  shrouds  on  each 
side,  fast  to  these  lugs,  in  addition  to  the  masthead  and  topmast 
shrouds  and  backstays. 

The  boom  and  gaft'  were  also  of  steel,  the  former  stiffened  with 
six  bulb-angles.  The  bowsprit  was  of  Oregon  pine.  The  rudder 
was  of  bronze  plating,  built  hollow.  By  an  original  device  it  was 
connected  with  an  air-pump  carried  below  decks,  from  which  it 
could  be  filled  with  compressed  air,  that  practically  caused  the 
rudder  to  sustain  its  own  \\eight  in  the  water,  aftbrding  a  con- 
siderable relief  from  strain  on  the  steering  gear,  especially  when 
the  helm  was  hard  over,  as  the  rudder  of  a  modern  racing  j-acht 
weighs  more  than  two  thousand  pounds.  This  was  but  one  of 
many  original  devices  employed  on  the  yacht. 

Constitution  had  her  first  trial  under  sail  May  21st,  and  with 
it  her  development  of  uncertain  qualities  began.  Her  mast  showed 
weakness  that  rendered  necessary  the  fitting  of  extra  masthead 
runners.      To   strengthen   the   spar  two  sets  of  locust  spreaders 

[222  J 


of  THE  AMERICA'S  CVP 


[1901-; 


were  used  from  the  first,  the  upper  ones  twelve  feet  long  and  the 
lower  ten  feet.  The  latter  shipped  in  bronze  sockets  pivoted  on 
the  mast  about  one-tliird  the  distance   from  hounds  to  deck. 

Constitution  was  delivered  May  25th  to  the  syndicate  which 
paid  for  her,  of  which  the  members  were  Messrs.  August  Belmont, 
vice  commodore  of  the  New  York  Yacht  Club  ;  James  Stillman, 
Oliver  H.  Payne,  F.  G.  Bourne  and  Henry  Walters.  She  was 
taken  in  charge  byW.  BuUer  Duncan,  Escjr.,  as  manager  for  the 
syndicate,  and  her  sailing-master,  chosen  by  Mr.  Duncan,  was 
Urias  Rhodes,  who  had  selected  a  crew  chiefly  from  Long  Island, 
with  a  few  men  secured  from  Deer  Isle,  Maine. 

The  boat  was  given  sail-stretching  trials  off"  Newport  from 
May  29th  to  June  4th.  On  the  latter  date  she  was  dismasteu,  when 
standing  across  from  Narragansett  Pier  toward  Brenton  Reef  light- 
vessel,  close-hauled  on  the  starboard  tack,  heading  about  S.  E. 
and  well  heeled  under  lower  sails  only.  The  wind  was  fifteen 
knots  S.  W.,  weather  clear  and  sea  light.  The  yacht  had  been 
sailing  with  her  second  club-topsail  up,  when  the  lashing  parted, 
and  three  men  were  sent  aloft  to  take  tlie  sail  in.  They  had  just 
returned  to  the  deck  when  at  1.50  the  lower  starboard  spreader 
broke,  owing  to  the  strain  not  coming  true  upon  it.  This  slacked 
the  starboard  masthead  shrouds  and  lower  shrouds.  The  topmast 
broke  just  above  the  lowermast,  and  the  lowermast  followed,  col- 
lapsing about  three-fifths  of  the  way  up,  and  forming  a  wedge  at 
the  point  of  collapse  over  which  the  \\'eather  shrouds  drew  taut. 
The  collapse  was  so  gradual  as  to  lower  the  heavy  steel  boom 
easily  on  the  port  quarter.  No  one  was  injured  in  the  accident, 
though  the  captain  and  several  of  the  crew  were  struck  by  falling 
ropes,  and  the  second  mate,  who  was  to  leeward,  in  dodging  the  gaff 
fell  overboard.  He  was  prompdy  rescued.  N.  G.  Herreshoft",  de- 
signer of  the  yacht,  was  at  the  wheel  when  the  accident  occurred. 

This  mishap  kept  Constitution  at  Bristol  ten  days.  Her  mast 
was  taken  out  June  5th,  and  repairs  Avere  begun  on  it,  about  ten 
feet  of  its  length  at  the  point  of  collapse  being  rebuilt.  The  boat 
was  docked  and  cleaned,  and  on  June  15th  the  mast  was  restepped 
and  rigged  with  stronger  spreaders.  June  16th  Constitution  was 
again  at  Newport,  on  the  ITtli  she  received  another  trial  under 
sail,  and  on  the  19th  she  went  back  to  Bristol,  this  time  to  have 
her  bowsprit  set  up,  to  ship  a  heavier  bobstay,  and  to  take  on  a 
set  of  hollow  wood  spars.  On  June  24th  the  yacht  was  measured 
by  John  Hyslop,  official  measurer  of  the  New  York  Yacht  Club, 
at  Newport.  Her  water-line  was  found  to  be  86.96  feet,  and  her 
racing  length  104.76,  ^hich  would  give  her  under  the  New  York 
Yacht  Club  rules  a  sail-spread  of  14,290  square  feet.  The  racing 
length  of  Columbia  in  1899  was  102.13  feet,  and  of  Defender 
100.36  feet. 

[  223  ] 


[■90.]  THE  LAWSON  HISTORY 

June  25th  Constitution  liad  another  trial  off  Newport,  and  June 
26th  she  sailed  to  New  London,  where  she  lay  over  the  27th,  while 
her  manager  witnessed  the  Harvard- Yale  college  row  ing  match. 

The  new  boat  presented  to  date  several  undesirable  features, 
among  them  a  bad  balance,  which  gave  her  a  strong  weather 
helm  in  a  breeze,  a  badly  fitting  suit  of  sails  and  a  badly  handled 
crew.  It  was  expected  that  these  things  would  be  bettered  as  the 
season  advanced. 

Columbia  was  fitted  out  early  in  June  for  her  season's  sailing 
against  the  new  Herreshoff  vessel.  She  was  in  charge  of  Mr.  E. 
D.  Morgan  as  "  managing  owner,"  he  having  pin-chased  Mr.  C. 
Oliver  Iselin's  share  in  her.  Charles  Barr  was  again  her  sailing- 
master,  and  her  crew  was  composed  of  Swedes  and  Norwegians. 
She  was  to  have  met  Constitution  for  the  first  time  in  a  special 
race  of  the  New  York  Yacht  Club  off  Glen  Cove,  Long  Island 
Sound,  on  June  25th,  but  the  accident  to  Constitution  made  a 
cancellation  of  the  dates  for  her  necessary.  Columbia  therefore 
sailed  against  Vigilant  and  the  English  jacht  Ailsa,  rigged  as 
yawls,  beating  Vigilant,  which  she  allowed  8  m.  12  s.  in  thirty 
miles,  by  sixteen  minutes  corrected  time  in  fifteen  miles,  and 
Ailsa,  which  was  not  measured  for  allowance,  b}-  twenty-three 
minutes. 

While  the  two  Herreshoff  boats  were  trying  their  paces  south 
of  Cape  Cod,  "  the  Boston  boat,"  as  the  Law  son  yacht  Indepen- 
dence was  popularly  called,  was  giving  promise  of  speed  in  pre- 
liminary trials  in  Boston  Bay. 

Independence  was  launched  at  the  Atlantic  Works,  East 
Boston,  May  18th,  at  11  r.  m.  On  her  first  trial  under  sail  June 
3d  in  a  moderate  breeze  she  showed  a  fair  turn  of  speed,  and 
seemed  to  bear  out  the  predictions  that  she  would  prove  fast 
enough  to  trouble  the  Bristol  boats  when  they  should  meet  her 
off  Newport,  as  all  three  yachts  were  entered  for  a  special  series 
of  races  there   beginning  July   6th. 

Independence  had  her  second  trial  June  6th,  off  Boston  light, 
in  a  breeze  of  from  ten  to  twelve  knots,  during  which  she  was 
subjected  to  a  severe  test,  that  proved  her  mast  and  rigging  to  be 
stronger  than  the  average  in  boats  of  her  class.  In  this  trial,  as 
during  the  first  one,  she  was  steered  by  a  balance  rudder,  (de- 
scribed elsewhere,)  of  a  kind  that  had  been  used  successfully 
on  small  boats,  but  never  on  a  ninety-footer.  This  rudder 
proved  a  failure,  for  the  strain  upon  it  caused  the  screw  shaft 
of  the  diamond  steerer  to  bend  upward  in  the  middle  and  bind 
until  the  vessel  could  not  be  controlled  by  the  wheel. 

This  accident  happened  with  the  yacht  on  the  starboard  tack 
with  lifted  sheets.  The  result  was  a  sudden  paying  off,  and  a 
jibe,  her  boom  going  over  w  ith  tremendous  force.      Although  the 

[  224  ] 


\ 


\, 


JWe  mrrmair  nu,  jv*ti  bu^toh,  a 


o/THE  AMERICA'S  CVP  [-90.] 

weatlier  runner  was  not  set  up  the  mast  bore  the  strain,  and 
nothing  broke  aloft.  The  lee  runner  was  cast  off  after  the  boom 
came  over,  and  was  adrift  for  some  minutes,  with  its  block  swing- 
ing free.  The  yacht  cut  out  her  own  course,  and  after  narrowly 
missing  a  press  tug  came  into  the  w  ind,  where  her  jibs  were 
sheeted  to  windward  and  she  was  held  until  a  line  could  be  passed 
to  her  tender. 

This  incident  led  to  the  abandonment  of  the  balance  rudder. 
The  vessel  was  docked  on  June  14th  at  the  U.  S.  navy  yard  at 
Charlestown,  where  the  rudder  was  removed,  and  her  old  style 
stern-post  rudder  of  bronze,  which  was  not  shipped  before  the 
launching,  was  substituted.  At  the  same  time  her  mast,  which 
had  been  lifted  out  at  the  Atlantic  Works,  was  being  cut  dow  n 
five  feet  at  the  heel.  From  the  hoist  of  the  mainsail  two  feet 
six  inches  were  cut,  — nhich  reduced  its  area  about  300  feet,  — 
and  a  new  topmast  of  Oregon  pine,  substituted  for  the  first  one, 
which  was  of  spruce,  was  shorter  than  the  original  spar  by  six 
feet.  This  change  was  made  with  the  belief  that  the  vessel's  rig 
was  unnecessarily  lofty. 

Coming  out  of  dock  June  15th  Independence  was  again 
under  sail  June  18th,  in  a  good  breeze.  A  quadrant  and  pinion 
steering-gear  used  on  this  trial  collapsed  when  the  boat  was 
making  high  speed,  in  a  fifteen-knot  wind,  fifteen  teeth  of  the 
twenty-three  on  the  quadrant  being  broken  off  by  the  strain  on 
them  when  the  wheel  was  put  hard-down.  Several  days  were 
lost  in  putting  in  a  more  powerful  gear,  of  the  oscillating  type. 

After  trials  on  June  21st,  24th  and  27th,  in  foggy  weather 
and  light  airs.  Independence  started  from  Boston  for  south  of 
Cape   Cod  on  June  28th   in  tow  of  a   tug. 

She  lay  that  night  at  Provincetown,  and  on  June  29th,  in  a 
strong  south-wester,  she  was  towed  around  the  cape,  against 
a  hard  chop,  being  sixteen  hours  making  eighty  miles.  0\\  ing 
to  her  flatness  forward  the  yacht  pounded  heavily  in  the  short  sea 
on  the  shoals,  with  an  effect  that  was  painfully  apparent,  even  to 
persons  not  on  board,  when  the  vessel  began  racing.  Had  a 
proper  day  been  awaited  for  taking  Independence  around  Cape 
Cod  a  different  story  could  have  been  told  of  her  racing  career. 

Leaving  \^ineyard  Haven  June  30th  Independence  proceeded 
under  sail  to  New  London,  making  the  distance,  seventy-five 
miles,  under  lower  sails  and  working-topsail,  in  eight  hours,  against 
a  breeze  of  from  ten  to  twelve  knots  southwest. 

At  New  London  she  went  into  dock  to  prepare  for  her  first 
races,  remaining  until  July  3d,  when  she  \\as  put  over,  and 
proceeded  to  Newport   under   sail. 

Columbia  and  Constitution  had  already  met  off"  Newport,  July 
1st,  with  a  result  of  victory  for  the  older  boat,  and  on  July  3d 
•s  [  225  ] 


[■90.]  THE  LAWSON  HISTORY 

they  started  for  a  second  race  which  was  abandoned  because  of 
an  accident  to  Cokmibia.  The  summaries  of  these  races  were  as 
follows  : 

July  1  —  Special  race,  New  York  Yacht  Club.  Course  fifteen 
miles  to  windward  and  return.  Start  three  miles  east  of  Brenton 
Reef  light-vessel.  Wind  light  S.  W.  by  W.,  sea  smooth. 
Constitution  carried  away  clew-cringle  of  her  jib,  losing  about  ten 
minutes.  Columbia  won  by  forty-eight  seconds  elapsed  time. 
The  summary  : 


Start 

Outer  Mark 

Finish 

Elapsed  Time 

Corrected  Time 

H.  M.  s. 

H.   M.   S. 

H.   M.  S. 

H.   M.  S. 

Columbia  .      .      .      . 

.       H.40-37 

1.24.55 

2.32.41 

2.52.04 

Vessels  not  meas- 

Constitution       .      . 

.      11.4037 

1.26.55 

2.33.29 

2.52.52 

ured  for  allowance. 

July  3  —  Special  race.  New  York  Yacht  Club.  Course  thirt)^- 
mile  triangle,  starting  at  Brenton  Reef  light-vessel.  Wind 
moderate  S.  W.,  sea  smooth.  Columbia  disabled  after  sailing 
twenty-two  minutes,  by  bending  of  martingale.  Race  abandoned 
with  Columbia  leading. 

The  arrival  of  the  Boston  boat,  and  the  approaching  races  in 
which  she  was  to  appear,  were  subjects  of  great  popular  interest. 
On  July  5th  Independence  was  measured  by  Mr.  John  Hyslop, 
with  the  following  results:  Length  of  water-line  89.16  feet; 
fore  side  of  mast  to  forward  point  of  measurement  74.89  feet ; 
fore  side  of  mast  to  end  of  boom  111.36  feet  ;  deck  to  under  side 
of  topsail  halyard  block  137.96  feet  ;  topmast  57  feet  ;  gaft"  64.44 
feet;  sail  area  13,816.91  square  feet;  racing  length  103.35 
feet.  On  this  measurement  Constitution  allowed  Independence 
42.6  s.  over  a  thirty-mile  course,  and  Columbia  1  m.  16.8  s., 
Independence  allowing  Columbia   34.2  s. 

The  races  in  which  the  three  ninety-footers  of  the  season  were 
to  meet  for  the  first  time  were  arranged  by  the  Newport  Yacht 
Racing  Association,  a  new  force  in  American  racing.  The 
association  was  composed  of  many  active  yachting  men  \\  ho  made 
Newport  their  home  in  summer,  and  believed  that  American 
yachting  was  in  need  of  new  blood  and  new  methods.  While  it 
was  in  a  measure  an  outgrowth  of  racing  smaller  classes  off" 
Newport,  and  had  been  in  existence  a  half  a  dozen  years,  the 
association  did  not  begin  serious  work  in  the  field  of  yacht-racing 
until  the  summer  of  1901;  its  aim  then  being  to  conduct  races  for 
the  largest  vessels  under  the  most  liberal  conditions,  on  courses 
oft"  Newport,  than  which  there  are  none  better,  unless  it  be  oflT 
Marblehead. 

A  meeting  to  provide  for  incorporation  of  the  association  was 
held  June  26th,  1901.  Capital  of  $100,000  was  subscribed,  and 
the  following  board  of  governors  were  appointed,  with  power  to 
elect  officers :     George    L.    Rives,     Mbridge     T.     Gerrv,    Royal 

[  226  ] 


of  THE  AMERICA'S  CVP  [-90.] 

Phelps  Carroll,  John  Jacob  Astor,  Winthrop  Rutherford,  Reginald 
Brooks,  Harry  P.  Whitney,  xVrthur  T.  Kemp,  Herman  B.  Duryea, 
A.  Cass  Canfield,  Woodbury  Kane,  Fred  P.  Sands,  W.  K. 
Vanderbilt,  Jr.,  John  R.  Drexel,  Frank  K.  Sturgis.  The  asso- 
ciation's regatta  committee  consisted  of  Herman  B.  Duryea, 
Woodbury  Kane,  Reginald  Brooks,  Winthrop  Rutherford,  Royal 
Phelps  Carroll,  A.  Cass  Canfield  and  H.  Y.  Doland. 

The  association  began  its  active  career  with  one  hundred  and 
ten  members.  Its  flag  was  the  old  stone  mill  of  Newport  in  red 
on  a  white  ground. 

Had  it  not  been  for  this  association  it  is  doubtful  if  the  Herreshofl' 
boats  would  have  met  the  Boston  boat  at  all,  although  popular 
opinion  was  strongly  in  favjr  of  giving  Independence's  owner 
every  possible  means  of  demonstrating  her  powers.  The  whole 
country,  therefore,  or  as  much  of  it  as  had  interest  in  yachting, 
either  directly  or  from  sentiment,  turned  its  eyes  toward  Newport 
on  July  6th,  the  day  of  the  first  meeting  of  the  yachts  in  the  cup 
class. 

The  day  was  not  auspicious  for  such  an  important  event.  The 
wind  was  light,  and  the  sea  carried  a  swell  not  at  all  favorable  to 
the  yachts.  There  was  a  large  fleet  of  pleasure  and  excursion 
craft  on  hand.  Boston  was  represented  by  delegations  of  en- 
thusiasts come  down  to  witness  the  first  performance  of  their 
champion. 

These,  and  all  others  who  prayed  for  the  success  of  the  Boston 
boat,  were  doomed  to  early  disappointment,  for  as  the  vessels 
came  to  the  line  with  the  gun  it  was  seen  that  the  Law  son  yacht 
moved  with  extreme  sluggishness  in  the  light  air  and  heavy  swell. 
Sightseers  were  at  a  loss  to  understand  why  a  vessel  for  which 
great  speed  had  been  claimed  should  behave  in  such  fashion. 
Yachting  men  from  Massachusetts  saw  at  once  that  the  yacht  was 
not  showing  the  same  form  she  did  in  Massachusetts  Bay.  Par- 
tisans of  the  New  York  Yacht  Club  jeered  at  the  Lawson  yacht, 
calling  her  "a  fresh-water  lumber-broker,"  "a  stone-sloop" 
and  "scow."  Certainly  she  came  to  the  line  as  sluggishly  as 
might  any  of  these,  and  the  hearts  of  her  friends  fell. 

At  the  start  she  was  two  minutes  behind  the  other  two  j^achts, 
which  went  off  jauntily  in  the  light  air,  while  she  moved  like  a 
sleep-walker.  At  the  outer  mark  she  was  so  far  behind  that  the 
committee  did  not  wait  to  time  her,  while  darkness  had  fallen 
before  she  passed  the  finish,  marked  only  by  a  cat-boat,  the  com- 
mittee yacht  and  all  other  craft  ha\ing  gone  home  long  before. 
At  nine  o'clock  that  evening  Independence  groped  her  way  into 
Newport  Harbor  and  came  to  anchor  in  Brenton  Cove.  All 
the  fond  dreams  for  her  seemed  shattered.  The  public  believed 
her  hopelessly  outclassed,  and  the  yachting  critics  were  puzzled, 

[  227  j 


[■90']  THE  LAWSON  HISTORY 

for  no  announcement  had  been  made  which  would  throw  light  on 
the  cause  of  the  yacht's  changed  condition. 

The  course  of  this  race  was  fifteen  miles  to  windward  and 
return,  starting  at  Brenton  Reef  light-vessel,  the  wind  E.,  light, 
with  an  old  sea.  Constitution  won  by  9  m.,  49  s.,  corrected  time, 
from  Columbia,  which  she  allowed  1  m.,  17  s.      The  summary  : 


Stan 

Outer 
Mark 

Finish 

Elapsed 
Time 

Correct 
Time 

H.    M.   s. 

H.    M.    S. 

H.     M.    S. 

H.     M.    S. 

H.    M.    S. 

Constitution    . 

12.IO.OZ 

3-43-3S 

5.48.08 

5.38.06 

5.38.06 

Columbia     .... 
Independence  . 

.      .             12. 10.17 
12.12.00 

3-45-48 
(Not  timed.  ) 

5-59-^9 

5.49.12 

5-47.55 

In  the  second  race  Independence  made  hardly  a  better  showing 
than  in  the  first,  going  as  slowly  at  times  as  a  heavily  laden  work- 
ing-vessel. Her  performance  was  so  uneven,  and  so  far  from 
what  would  be  expected  of  even  the  slowest  yacht,  that  the  press 
writers  began  to  ascribe  it  to  water  in  her  hull.  Their  belief  that 
she  was  leaking  was  strengthened  by  the  appearance  of  a  stream 
of  water  o\'er  her  lee  side,  obviously  from  a  pump  going  under 
her  deck. 

The  race  was  sailed  in  a  light  breeze,  S.W.,  with  a  long  roll. 
The  coiu-se  was  a  thirty-mile  triangle,  and  the  starting-point  five 
miles  IL.S.E.  from  Brenton  Reef  light-vessel.  Constitution  won 
by  28  m.  8  s.  from  Columbia,  and  by  1  h.  18  m.  31  s.  from 
Independence,  corrected  time,  allowing  Columbia  1  m.  17  s.  and 
Independence  43  s.     The  summary  : 

Elapsed  Corrected 

Start               1st  Mark          2d  Mark           Finish              Time  Time 

h.  m.  s.          h.   m.  s.         h.   m.  s.         h.  m.  s.          h.  m.  s.  h.  m.  s. 

Constitution 11.55.26        2.15.5!        4.04.44       4.54.30       4.59.04  4.59.04 

Columbia 11.56.07       2.27.09       4.24.43        5.24.36        5.28.29  5.27.12 

Inpependence 11.56.22       2.56.10       4.51.20       6.14.40       6. 18. 18  6.17.35 

On  July  10th  the  three  boats  met  again,  but  were  imable  to 
make  a  race.  The  course  was  fifteen  miles  to  windward  and 
return,  starting  at  Brenton  Reef  light-vessel,  the  wind  S.,  very 
light,  with  fog.  Constitution  w  ithdrew  shortly  after  the  start  on 
account  of  the  fog.  Columbia  and  Independence  rounded  the  outer 
mark,  Columbia  leading,  but  were  not  timed,  and  neither  finished. 
The  start  :  Constitution,  12.55.03  ;  Columbia,  12.55.05  ;  Inde- 
pendence,   12.55.07. 

Before  sailing  her  third  race,  July  11th,  Independence  was 
lightened  by  the  removal  of  about  two  tons  of  lead,  and  some 
changes  were  made  in  her  head  sails,  with  the  hope  of  correcting 
a  lee-helm. 

There  was  enough  wind  in  this  race  to  give  the  boat  the  angle 
of  heel  her  design  demanded,  and  she  stepped  off  with  more  life 
than  In  her  previous  races,  and  stood  up  more  steadily  in  the 
strong  roll  than   either  of  the   HerreshoiV  boats,  with  which  she 

[  228  ] 


/, 


Ki^.| 


fe.    • 


i 

of  THE  AMERICA'S  CVP  [-90.] 

sailed  much  of  the  race  on  even  terms.  This  showed  she  had 
merit  which  was  not  at  first  recognized,  owing  to  handicaps  of 
which  her  critics  knew  nothing.  The  course  was  fifteen  miles 
to  windward  and  return  from  Brenton  Reef  light-vessel,  and  the 
wind  from  eight  to  ten  knots  S.S.W.  In  the  beat  to  the  outer 
mark  Independence  weathered  Columbia  twice  and  Constitution 
three  times,  turning  the  outer  mark  ahead  of  the  new  Bristol 
boat  by  two  seconds,  which  was  considerably  better  than  being 
beaten  forty  minutes  in  ten  miles  to  windward,  as  she  was  in 
her  first  race. 

The  run  home  was  made  through  patches  of  fog,  but  the 
wind  held  true.  Independence's  partisans  hoped  she  would  make 
enough  gain  off  the  wind  to  overhaul  Columbia  and  hold  Consti- 
tution, but  this  she  failed  to  do,  finishing  third,  6  m.  18  s.  behind 
Columbia  and  2  m.  58  s.  behind  Constitution.  Nevertheless  these 
figures  showed  an  improvement  in  the  boat.      The  summary  : 


Outer 

Elapsed 

Corrected 

Start 

Mark 

Finish 

Time 

Time 

H.   M.  s. 

H.    M.    S. 

H.    M.    S. 

H.    M.    s. 

H.    M.    S. 

Columbia     .... 

12.25.21 

2.  56.26 

4.55.00 

4.29.39 

4.28.22 

Constitution    .      .      . 

.       .       .       12.25-43 

3.01.23 

4.58.42 

4- 32- 59 

4-3»-59 

Independence  . 

.       .       .       12.25.08 

3.01.21 

5.01.05 

4-35-57 

4-35'4 

The  next  day  was  an  admirable  one  for  the  last  race  between 
the  three  yachts,  and  exciting  sport  was  afforded,  of  which  the 
feature  was  the  performance  of  the  Boston  boat.  She  sailed 
the  race  after  losing  her  topmast,  and  though  greatly  delayed  by  the 
wreckage  of  the  spar,  and  by  her  jib-topsail  dragging  alongside, 
she  made  a  splendid  showing  and  actually  outsailed  her  rivals  on 
parts  of  the  course,  which  was  a  thirty-mile  triangle,  with  the 
second  leg  to  windward,  the  course  being  laid  S.,  N.E.  by  E.  and 
N.W.  by  W. 

There  was  a  northeasterly  breeze  of  twelve  knots,  freshening, 
and  a  lively  sea,  when  the  yachts  came  out  for  the  start.  They 
were  given  the  preparatory  whistle  at  11.05,  and  manoeuvring 
for  place  began  at  once.  As  the  time  for  the  starting  whistle  ap- 
proached all  stood  for  the  line  on  the  port  tack,  imder  good  way. 

Columbia  had  the  better  of  the  start,  but  Independence  was 
close  up,  while  Constitution  was  nearer  the  leeward  end  of  the  line 
and  did  not  get  over  it  until  twenty-one  seconds  after  the  handi- 
cap gun. 

All  three  boats  broke  out  jib-topsails  at  the  line.  Columbia 
and  Constitution  carried  their  second  club-topsails,  but  Indepen- 
dence had  on  one  of  the  largest  size.  The  two  leaders  forged 
ahead  at  great  speed.  Independence  gaining  rapidly  on  Columbia, 
when,  about  two  minutes  after  the  start,  the  manila  end  of  her 
weather  backstay  parted  at  the  cleat,  and  her  topmast  went  by  the 
board,  breaking  off  short  at  the  cap,  and  dropping  a  short  distance 

[  229  ] 


[>9o.]  THE  LAWSON  HISTORY 

below  the  gaft',  where  it  hung  and  slatted  vigorously  against  the 
mainsail.  Her  jib-topsail  went  overboard,  formed  a  bag,  and 
dragged  heavily. 

Such  an  accident  is  enough  to  take  the  heart  out  of  a  racing 
skipper,  but  Captain  HafF  kept  bravely  on  until  compelled  to  bring 
the  boat  into  the  w  ind  to  get  clear  of  the  wreckage,  which  could 
not  be  disposed  of  under  way.  About  five  minutes  was  lost  free- 
ing the  jib-topsail.  Then  the  boat  filled  away  again,  but  with  her 
topmast  and  topsail  still  hanging  to  leeward.  After  a  few  minutes 
more  sailing  she  was  again  luffed,  and  the  topmast  was  cut  clear 
and  left  for  her  tender  to  pick  up.  More  than  ten  minutes  were 
lost  in  getting  rid  of  this  w  reckage. 

When  finally  the  Boston  boat  was  put  on  her  course,  her  two 
rivals  were  far  ahead,  and  making  fast  time  with  their  advan- 
tage of  more  sail.  In  spite  of  this.  Independence  made  faster 
time  for  the  remainder  of  the  leg  than  either  of  the  Herreshoff 
boats,  though  towing  astern  the  wire  gob-line  of  her  topsail,  that 
could  not  l^e  got  aboard  until  half  the  leg  was  covered.  Four 
men  had  hard  work  to  pull  the  line  aboard  when  it  was  finally 
cleared. 

Columbia  led  at  the  mark,  turning  at  11.59.49,  with  Con- 
stitution 2  m.  2  s.  behind,  and  Independence  6  m.  5  s.  behind 
Constitution . 

After  rounding  the  mark  the  Bristol  boats  split  tacks,  while 
Independence  went  about  for  a  long  board  to  starboard.  In  a 
series  of  short  tacks  Constitution  gained  on  Columbia.  The  Boston 
boat  kept  up  her  long  tacks,  and  the  three  rounded  the  second 
mark  as  follows:  Columbia,  1.25.32;  Constitution,  1.26.08; 
Independence,    1.36.16. 

On  this  leg  Constitution  had  gained  on  Columbia,  while  Inde- 
pendence, crippled  as  she  was,  and  under  three  lower  sails  only, 
made  the  ten  miles  in  2  m.  23  s.  faster  time  than  Columbia,  thus 
outsailing  the  Herreshoff'  champion  at  the  rate  of  fourteen  seconds 
to  the  mile. 

From  the  second  mark  to  the  finish  was  a  broad  reach,  and  the 
Bristol  boats  set  jib-topsails  and  balloon  fore-staysails.  The  only 
added  sail  Independence  could  carry  was  her  balloon  fore-staysail, 
which  she  set.  Without  topsail  or  jib-topsail  she  had  no  chance 
to  hold  her  ow  n  w  ith  her  rivals.  On  the  first  part  of  the  leg  Con- 
stitution gained  on  Columbia,  but  failed  to  overhaul  her,  the  latter 
winning  by  2  m.,  19  s.  from  Constitution,  and  by  10  m.,  44  s. 
from  Independence,  corrected  time.      The  summary  : 


Elapsed 

Corrected 

start 

1st  Mark 

2d  Mark 

Fmish 

Time 

Time 

H      M.    S. 

H.    M,    s. 

H.  M.  s. 

H.    M.  S. 

H.    M.  s. 

H.  M.  S. 

Columbia 

.     .     11.1136 

11.59.49 

1.25.32 

2.09.33 

i.-jy-sT 

2.56.40 

Constitution     . 

1 1 .  12.00 

12.01. ;i 

1.26.08 

2.10.59 

2.5S.59 

2.58.59 

Independencz    . 

II. II. 51 

12.07.56 

I. 3. .16 

2.19.58 

3.08.07 

3.07.24 

[  230  ] 


of  THE  AMERICA'S  CVP 


[1901] 


This  race  showed  the  Boston  boat  not  to  be  entirely  a  failure, 
and  led  her  critics  to  amend  their  earlier  opinion  of  her.  That 
evening  her  owner,  Mr.  Lawson,  issued  a  statement  in  which  he 
said  that  notwithstandir.?-  the  boat's  trip  around  Cape  Cod  almost 
wrecked  her,  and  that  in  her  races  she  carried  tons  of  water, 
making  it  necessary  to  rig  a  heavy  pump  below  decks,  which  kept 
her  free  only  by  frequent  pumping,  he  believed  her  the  fastest 
vessel  afloat. 

After  these  races  Independence  was  taken  to  New  London  on 
July  18th,  where  she  was  docked,  leaks  m  her  plates  forward  were 
located  and  stopped,  heavier  struts  were  put  in,  and  she  was 
supplied  u  ith  a  small  fin  or  forefoot,  to  increase  her  lateral  plane 
near  the  forward  end  of  her  water-luie,  and  correct  a  bad  lee 
helm,  and  a  tendency  to  yaw.  This  plate  was  eleven  feet  long 
and  seventeen  inches  deep,  and  was  riveted  to  the  hull  by  means 
of  flanges.  She  was  also  given  a  new  top-mast,  and  her  head 
sails  were  altered. 

While  Independence  \\as  in  dock  the  Bristol  boats  were  on  the 
New  York  Yacht  Club  cruise,  the  race  runs  in  which  showed  Con- 
stitution to  be  a  little  faster  than  Columbia  in  the  light  airs  that 
prevailed  at  the  time  in  Long  Island  Sound.  A  summary  of  these 
meetings  of  the  two  boats  is  as  follows  : 

July  22  —  Squadron  run.  New  York  Yacht  Club,  Glen  Cove 
to  Huntington  Bay,  Long  Island  Sound.  Course  twenty-one  and 
one-half  miles,  in  three  legs.  Wind  light,  W.S.W.,  water 
smooth.  Constitution  won  from  Columbia  by  4  m.  18  s.,  elapsed 
time.      The  summary  : 


Start 

Finish 

Elapsed  Time 

Corrected  Time 

H.    M.    S. 

H.   M.  s. 

H.   M.   s. 

H.    M.    S. 

Constitution       .      . 

.          .         .         2.46.35 

5->3-5o 

2.27.15 

Vessels  not  meas 

Columbia        .      .      . 

.         .         .         2.45.58 

5. 17.31 

2.31.33 

ured  for  allowance 

July  23  —  Squadron  run.  New  York  Yacht  Club,  Huntington 
Bay  to  Morris  Cove,  twenty-eight  miles.  Wind  very  light,  S.E. 
to  westerly  points,  water  smooth.  Constitution  won  by  5  m.  16  s., 
elapsed  time.      The  summary  : 

Start  Finish  Eiapaed  Time 

h.  m.  s.  h.  m.  s.  h.  m.  s. 

Constitution 11.35.35  5-36'4'  6.01.06 

Columbia 11.35.53  5-4^-'5  6.06.22 

July  24  —  Squadron  run.  New  York  Yacht  Club,  Morris  Co\e 
^  to  New  London,  thirty-seven  miles.     ^Vind  moderate,  S.W.,  and 
water  smooth.      Constitution  won  by  8  m.  23   s.,  elapsed  time. 
■The  summary  : 

Start  Finisli  Elapsed  Time 

h.  m.  s.  h.  m.  s.  h.  m.  s. 

Constitution 11.05.08  3'37-35  4-32.27 

Columbia 11.05. 11  3.46.01  4.40.50 

[231] 


[.90.]  THE  LAWSON  HISTORY 

July  25 — New  London  to  Newport,  thirty-eight  miles,  wind 
twelve  knots  N.E.,  sea  smooth.  Constitution  took  bottom  near 
Race  Rock  light,  but  was  not  damaged.  Columbia  won  by  3  m. 
22  s.,  elapsed  time.      The  summary  : 

Start 

H.    M.    S. 

Columbia 11.25.29 

Constitution 11.25.45 

The  Astor  cup  race,  with  which  the  cruise  was  wound  up, 
was  sailed  July  29th,  over  the  old  Block  Island  course,  a  twenty- 
eight-mile  triangle,  \A'ith  the  start  at  Brenton  Reef  light-vessel, 
and  was  won  by  Columbia.  The  wind  was  N.  bv  E. ,  fresh  to 
strong,  with  a  moderate  sea.  Columbia's  margin  at  the  finish 
was  4  m.  28  s.,  corrected  time.  Constitution  allowed  her  1  m. 
34  s.     The  summary  : 


Finish 

H.    H.    S. 

Elapsed  Time 

H.    M.    S. 

6.21.55 
6.24.16 

6.56.26 
6.58.3. 

Start 

H.    M.    s. 

1st  Marie 

H.     M.    S. 

Id  Mark 

H.    M.    S. 

Finish 

H.    M.    s. 

Elapsed 
Time 

H.    M.    s. 

Corrected 
Time 

H.    M.    s. 

Columbia 
Constitution     .      . 

II. 08. 19 
11.07.38 

12.39.55 
12.39.46 

2.25.20 
2.27.30 

2.54.38 
2.56.51 

3.46.19 

3-49- n 

3-44-45 
3-49- '3 

After  the  race  her  manager,  W.  Butler  Duncan,  Esqr.,  made 
this  statement  to  the  press  : 

"The  Constitution  was  beaten  because  she  was  not  fast 
enough.  The  boat  would  not  go,  and  I  do  not  know  what  is  the 
matter  with  her.  I  fully  expected  that  Constitution  would  run 
Columbia  at  least  five  minutes  to  the  leeward  mark.  Instead  the 
Columbia  beat  us.  She  brought  up  a  better  breeze,  and  perhaps 
I  made  a  mistake  in  not  lufiing  out.  I  shall  not  race  the  Constitu- 
tion again  in  her  present  shape.  It  is  simply  a  waste  of  time  and 
to  no  purpose.  I  think  that  the  fault  of  the  boat  is  that  the  gaft' 
swings  too  wide,  and  stops  her  going  to  winduard.  The  new 
rig  for  the  yacht  is  ready  at  Herreshoft"'s,  and  I  shall  telegraph  for 
the  riggers  at  once  to  get  to  work.  This  new  rig  will  not  alter 
the  yacht's  sail-plan  at  all.  The  lowermast  is  five  feet  longer 
than  the  present  mast,  but  the  new  topmast  m  ill  be  shorter  than 
the  one  now  on  the  boat.  It  has  been  stated  that  the  boom  is  to 
be  shortened.  This  is  not  so.  The  object  of  putting  in  a  longer 
mast  is  to  change  the  lead  of  the  peak  halyards,  and  I  think  when 
the  sheets  are  trimmed  flat  w  ith  the  new  rig  we  shall  be  able  to 
get  the  gaft"  in  and  do  much  better  A\hen  going  to  the  windward. 
The  mainsail  w  ill  have  no  more  hoist,  and  the  yacht  will  not  ha\e 
an  inch  more  canvas.  I  think  it  will  take  about  a  week  to  make 
the  change,  and  then  we  shall  be  ready  for  more  racing." 

The  changes  announced  by  Mr.  Duncan  had  been  forecast  by 
those  watching  the  boat,  though  critics  were  doubtful  if  they 
would  eftect  sufficient  change  in  form  to  gi\e  her  a  winning 
chance  against  Columbia,  in  \\e\\  of  the  inferiority  in  her  hand- 

[232] 


■       ^   Of  VH. 

UNIVER^iTY 

OF 


J.-J1J. 


il. 


of  THE  AMERICA'S  CVP  [-90.] 

ling,  and  there  \\as  by  this  time  a  growing  belief  among  yachts- 
men that  Columbia  would  be  chosen  to  defend  the  cup. 

With  Constitution  in  hospital  at  Bristol,  only  Columbia  and 
Independence  were  on  hand  for  the  second  series  of  races  of 
the  Newport  Yacht  Racing  Association,  scheduled  for  August 
1st  and  3d. 

The  first  of  these  was  sailed  over  a  thirty-mile  triangular 
course,  starting  at  Brenton  Reef  light-vessel.  There  was  a  one- 
gun  start.  The  wind  was  light  to  moderate  S.W.  by  W.,  and 
the  sea  smooth. 

A  schooner  class,  and  the  yawls  Vigilant,  Ailsa  and  Navahoe 
had  part  in  the  racing. 

The  first  leg  of  the  course  was  to  windward.  Independence 
and  Columbia  crossed  the  line  on  the  starboard  tack,  under  the 
stern  of  the  judges'  boat,  and  very  close  together.  Columbia  was 
to  weather,  but  not  far  enough  ahead  to  break  Independence's  wind. 
The  Boston  yacht  footed  quite  as  fast  as  the  champion,  and  stepped 
off  in  sprightly  fashion  in  the  six-knot  breeze  prevailing.  Columbia 
was  unable  to  blanket  her  as  the  race  progressed,  but  the  "  lumber- 
hooker"  steered  badly,  carrying  a  hard  lee  helm,  which  made  hold- 
ing her  up  impossible.  This,  and  the  fact  that  the  wind  on  three 
different  occasions  broke  her  off  by  shifting  a  point,  and  helped 
Columbia,  accounted  in  part  for  her  falling  behind  before  the  first 
mark  was  reached.  At  this  mark  Columbia  was  leading  her 
1  m.  9  s. 

On  the  second  leg  the  w  ind  was  ver)^  nearly  aft.  The  yawls 
used  spinnakers,  letting  them  flow  well  forward,  and  an  attempt 
was  made  on  Independence  to  set  a  spinnaker,  which  was  sent  up 
in  stops.  A  stubborn  stop  refused  to  break  out,  and  the  sail  had 
to  be  taken  down,  causing  a  loss  of  time.  Columbia  turned  the 
second  mark  6  m.  32  s.  ahead  of  Independence  ;  but  once  around 
the  Boston  boat  started  on  the  reach  home  at  a  pace  faster  than 
her  rival's,  showing  a  fine  burst  of  speed,  and  outsailing  Columbia 
1  m.  49  s.  on  the  leg,  but  losuig  the  race  by  5  m.  14  s.,  after  con- 
ceding an  allowance  of  31  s.      The  summary  : 


Start 

1st  Marl: 

li  Mark 

Finish 

Elttpsed 
Time 

Corrected 
Time 

H.    M.   s. 

H.    At.    s. 

H.    M.    S. 

H.    M.  s. 

H.  M.   s. 

H.    M.    S. 

Columbia 

.    11.40.00 

I. 31. 44 

2.35.03 

3.22.57 

3-4»-57 

3.42.26 

Indefendence  . 

11.40.00 

1.32.53 

2.41.35 

3.27.40 

3-47-40 

5-47-40 

On  August  3d  Columbia  and  Independence  met  again  in  w  hat 
was  to  prove  the  Boston  boat's  last  race  ;  a  race  in  which  some 
fleeting  glory  was  \\  on  b}^  a  vessel  whose  career  was  little  else  than 
a  series  of  disappointments.  With  all  her  shortcomings  she  sailed 
the  two  fastest  ten-mile  legs  in  this  race  ever  made  by  a  sailing 
yacht,  handsomely  coming  up  on  Columbia,  and  finishing  on  the 
heels  of  the  champion,  which  she  outsailed  in  twenty  miles  with 

[  233  ] 


[:9°.]  THE  LAWSON  HISTORY 

started  sheets  2  m.  32  s.,  or  at  the  rate  of  7.6  s.  a  mile.  This, 
notwithstanding  the  vessel  steered  so  wildly  it  was  impossible  to 
properly  handle  her,  that  she  was  leaking,  and  that  her  bow  took 
one  angle  of  heel  while  her  stern  took  another,  through  weakness 
of  construction. 

The  day  was  well  adapted  to  a  trial  of  the  type  represented  by 
Independence.  There  was  a  piping  "  smoky  sou'wester  "  oil 
Newport,  and  not  too  much  sea.  When  the  racers  came  out  of 
the  harbor  at  10  o'clock  they  met  a  twelve-knot  breeze.  This 
strengthened  later  to  eighteen  knots.  Both  boats  had  all  the  sail 
they  could  comfortalily  carry  in  this  breeze. 

Columbia  carried  a  small  club-topsail,  and  Independence  on 
leaving  her  moorings  had  up  a  No.  2  size,  but  this  was  taken  down 
before  the  start  and  a  working-topsail  was  set  in  its  place.  This 
did  not  set  well,  and  was  more  of  a  hindrance  than  a  help  in  the 
beat  to  the  flrst  mark. 

The  course  was  laid  S.W.  by  vS.,  ten  miles  to  windward,  E. 
ten  miles,  and  N.N.W.  ten  miles.  This  gave  an  end-on  beat  on 
the  first  leg,  a  broad  reach  on  the  second  leg,  and  a  close  reach 
home. 

In  the  preliminary  skirmish  for  position  Capt.  Barr  tried  tac- 
tics that  he  had  employed  with  success  on  Constitution,  by  getting 
on  his  rival's  weather  and  pouncing  on  him  as  if  to  scare  him  into 
giving  way.  Old  Capt.  Hafl"  \\  as  not  to  be  frightened  in  such  a 
manner,  but  held  his  course,  with  the  result  that  Columbia  fouled 
Independence.  The  manager  of  the  Boston  boat.  Dr.  John  Bry- 
ant, made  no  protest,  not  desiring  to  claim  a  race  on  a  foul,  though 
the  committee's  decision  could  not  have  been  other  than  in  his 
favor,  under  the  rules. 

The  foul  occurred  with  the  yachts  to  leeward  of  the  line,  which 
was  marked  by  the  light-vessel  and  Col.  John  Jacob  Astor's  steam- 
yacht  Nourmahal.  Independence  w  as  farthest  to  leew  ard  and  well 
in  toward  Beavertail  \\hen  the  preparatory  gun  v\as  fired  at  11.15. 
She  wore  ship  to  take  her  course  close-hauled  for  the  line  on  the 
starboard  tack.  In  wearing  she  \\as  struck  by  a  puft' that  sent  her 
down  to  the  hatches,  and  presented  her  bottom  on  the  weather 
side  clear  of  the  water  to  the  fin.  The  indicator  on  deck  could 
record  only  forty  degrees  of  heel,  but  its  limit  was  reached  long 
before  the  boat  stopped  heeling.  The  yacht  finally  worked  out 
and  straightened  her  course  for  the  line. 

In  the  meantime  Columbia  was  sliding  down  the  wind,  and 
Avearing  on  Independence's  A\eather,  bore  down  on  her  until  the 
two  yachts  were  so  close  that  the  end  of  Columbia's  boom  scraped 
across  Independence's  rigging  and  sta}s  when  Columbia  tried 
to  pull  clear.  Had  anything  caught  the  Boston  boat  undoubtedly 
would  have  been  dismasted.      The  foul  was  unmistakable. 

[  234  ] 


of  THE  AMERICA'S  CVP  [■9-] 

Fouled  and  back-winded  by  Columbia,  Independence  lost 
ground,  and  was  obliged  to  keep  along  the  line  and  cross  at  the 
leeward  end.  With  the  windward  berth  at  the  start  the  Boston 
boat  might  have  held  her  rival  under  her  lee  to  the  mark. 

Columbia  reached  the  line  too  soon  at  the  weather  end,  and 
was  obliged  to  tack  to  port  to  wait  for  the  gun.  She  went  over 
on  the  starboard  tack  a  few  seconds  after  Independence,  at  the 
weather  end  of  the  line. 

In  the  thresh  of  ten  miles  to  windward  Independence  sailed  as 
fast  as  Columbia,  but  failed  to  hold  as  high.  The  reason  for  this 
was  not  clear  to  those  who  watched  the  race,  but  it  was  painfully 
clear  to  the  men  on  the  Lawson  boat.  She  was  steering  so  hard 
that  three  men  could  hardly  budge  her  a  point  whenever  she 
"took  the  bit  in  her  teeth."  This  was  caused  by  the  wrenching 
of  her  hull.  When  leaving  her  moorings  that  morning  the  yacht 
lay  down  in  a  puff,  and  the  tubular  struts  or  braces  in  the  vicinity 
of  her  rudder,  which  were  much  too  light,  bent  like  bows.  Men 
were  sent  below  to  straighten  them  with  mauls,  and  spare  anchor- 
stocks  and  capstan-bars  were  seized  on  to  prevent  a  recurrence  of 
the  trouble.  In  the  strong  breeze,  however,  there  was  consider- 
able play  in  her  stern,  causing  her  rudder  head  to  bind.  Under 
such  conditions  her  captain  found  it  impossible  to  lay  her  close  to 
the  wind  at  all  times.  In  addition  to  this  the  vessel  was  leaking 
throughout  the  race. 

Despite  this  she  sailed  as  fast  on  the  beat  out  as  Columbia, 
though  her  performance  was  uneven,  and  she  failed  to  hold  up 
properly.  Columbia  therefore  got  farther  out  to  windward  and 
led  by  3  m.  12  s.  at  the  windward  mark.  On  rounding  the  mark 
Columbia  broke  out  a  No.  2  jib-topsail,  and  when  Independence 
wore  around  she  did  the  same.  It  was  here  the  friends  of  the 
Boston  boat  felt  she  would  redeem  herself,  if  ever,  and  hardly 
was  she  around  the  mark  before  she  began  to  show  she  was  to  do 
it.  Her  pace  from  the  moment  her  boom  was  eased  off  to  port 
was  faster  than  Columbia's,  and  she  begun  to  cut  down  the  lead 
of  the  boat  ahead  most  handsomel}-.  Capt.  Barr  luffed  his  vessel 
a  little  to  windward  of  the  course  as  he  neared  the  second  mark, 
and  shortly  before  reaching  it  jibed,  hauling  around  it  sharply  at 
1.30.55,  with  Independence  boiling  on  behind  at  a  pace  that  now 
must  have  given  the  men  on  the  Herreshofl  boat  some  concern. 

Columbia  was  hardly  on  her  course  for  the  home  run  when 
several  hard  puffs  laid  her  down,  and  her  No.  2  jib-topsail  was 
taken  in  on  the  run.  A  few  minutes  later  a  small  one  was  sent 
up,  and  this  did  excellent  work  for  the  remainder  of  the  race. 

Independence  hauled  around  the  mark  at  1.32.30,  having  gained 
1  m.  37  s.  on  the  leg,  and  now  onlv  1  m.  35  s.  behind  her  rival. 
She  started  on  the  now-or-never  task  before  her  at  great  speed, 

[  235  ] 


[■90.]  THE  LAWSON  HISTORY 

though,  to  the  dismay  of  her  friends,  in  a  very  erratic  manner. 
Her  jib-topsail  sheet  seemed  to  get  adrift  after  she  came  around 
the  mark,  and  it  was  some  minutes  before  the  sail  could  be  sheeted 
in.  It  was  also  noticed  that  the  yacht  was  steering  wild,  and 
going  far  to  leeward  of  her  course,  a  most  exasperating  circum- 
stance, when  every  fathom  lost  meant  the  slipping  away  of  her 
chance  to  win,  which  at  the  turn  was  a  good  one.  The  spectators 
could  not  understand  the  cause  of  this  loss  of  precious  time,  for 
Columbia  was  bowling  along  steadily  for  the  light-vessel,  while 
Independence  steered  altogether  too  far  to  leeward  to  make  it  when 
it  should  come  in  sight  through  the  haze.  The  reason  for  this 
performance  was  afterwards  made  plain. 

It  appears  that  the  vessel's  compass  had  not  been  adjusted  to 
such  great  angles  of  heel  as  the  yacht  assumed,  and  that  while 
apparently  on  her  course  she  was  sailing  t\\  o  points  to  leeward  of 
it.  This  error  was  observed  after  about  two  miles  had  been  sailed 
from  the  mark,  and  the  yacht  was  promptly  headed  up  for  Colum- 
bia. The  No.  2  jib-topsail  she  had  carried  from  the  first  mark 
was  taken  in,  and  under  mainsail,  staysail,  jib  and  working-top- 
sail, the  Boston  boat  began  to  cut  out  the  fastest  pace  ever  attained 
by  a  sailing  yacht.  Heeled  to  the  hatches  at  times,  with  the 
water  boiling  and  hissing  along  her  lee  rail,  with  her  long  bow 
rising  high  from  a  cushion  of  foam,  her  sails  as  hard  as  iron,  and 
her  crew  clinging  to  her  deck  like  mountaineers  on  a  glacis,  the 
boat  from  north  of  Cape  Cod  began  to  show  the  onlookers  what 
speed  in  a  sailing  vessel  really  was.  Fathom  by  fathom  she 
shortened  the  gap  between  herself  and  the  white  craft  flying 
ahead,  coming  on  steadily  and  surely,  and  seeming  to  reach  out 
as  she  advanced  to  clutch  the  wreath  of  victory.  The  excitement 
of  those  who  witnessed  the  struggle  was  painfully  strong.  It  was 
one  of  those  rare  moments  in  yacht-racing  that  stands  out  for  all 
time,  and  is  a  beacon  on  the  dead  level  of  every-day  things.  The 
fire  of  sporting  fever  was  roused  by  it,  eyes  sparkled,  hearts  beat 
more  quickly,  and  the  nerves  of  the  spectators  were  tense  as  they 
watched  the  Titanic  struggle. 

But  alas  for  the  hopes  of  the  men  of  Boston  !  The  light-vessel 
was  all  too  near,  and  the  time  too  short  for  Independence  to  put 
the  seal  of  victory  on  her  work,  for  Columbia  slipped  over  the  line 
a  winner  as  the  fox  slips  into  his  hole  ahead  of  the  pursuing  hound, 
and  was  safe  by  a  margin  of  forty  seconds.  The  last  stake  of 
Independence  had  been  well  played  for,  and  lost  by  the  trick  of 
a  fickle  compass.  The  summary  of  times  for  the  race  was  as 
follows  : 


Start 

1st  Mark 

Id  Mark 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.   M,    s. 

H.    M.    s. 

H.    M,    S. 

H.    M.    s. 

H.    M.    S. 

H.  M.  5. 

Columbia 

11.25.00 

12.42,^1 

1.30.55 

2.16.4S 

2. 51. 48 

2. 51. 17 

Independence 

,      .      11.25.00 

[23 

6 

1.31.30 
] 

2.17.28 

2.52.28 

2.52.28 

<?/THE  AMERICA'S  CVP 


[l90t] 


Analysis  of  these  figures  shows  that  the  entire  thirty  miles 
was  made  by  Columbia  in  2  h.  51m.  and  48  s.  ;  by  Independence 
in  2  h.  52  m.  and  28  s.,  which  was  better  than  the  existing  record 
for  thirty  miles.*  The  twenty  miles  of  reaching  was  made  by 
Columbia  in  1  h.  34  m.  17s.,  and  by  Independence  in  1  h.  31  m. 
45  s.  This  was  record  time  for  twenty  miles  on  any  point  of 
sailing. 

Comparative  figures  count  for  little  except  for  a  whole  race, 
but  these  are  given  merely  to  credit  a  craft  which  never  won 
a  victory  with  what  appears  to  be  her  due,  a  record  pace  at 
reaching,  in  which  she  readily  outsailed  the  champion  of  two  cup 
seasons. 

This  race  elicited  warm  praise  for  Independence  from  her 
friends,  and  concessions  of  one  sort  or  another  from  those  who 
had  never  looked  on  her  with  favor.  One  of  the  latter  was  Mr. 
W.  P.  Stephens,  of  New  York,  a  conservative  and  conscientious 
writer,  who  in  a  letter  to  The  Yachtsman  said  : 

"Whatever  the  future  may  have  in  store  for  her.  Independ- 
ence has  had  one  chance  which  has  been  accepted  by  all  her 
admirers  as  a  conclusive  proof  of  her  great  speed  and  a  full  justifi- 
cation of  the  very  cosdy  experiment  of  a  ninety-foot  scow.  The 
race,  the  second  of  the  Newport  Y.  R.  A.  series,  though  resulting 
in  a  defeat  for  Independence  by  Columbia,  may  be  taken  in  two 
ways,  first,  as  proving  that  she  is  an  exceptionally  fast  yacht  and 
in  need  only  of  minor  improvements  to  outsail  the  Herreshoff  boats  ; 
second,  as  proving  her  close  relationship  to  the  small-class  scows 
and  the  possession  of  their  most  striking  characteristics,  excep- 
tional speed  under  conditions  but  seldom  realized,  and  litde  speed 
under  the  average  conditions  of  match  sailing." 

After  these  races  Independence  lay  for  some  time  in  Newport 
Harbor,  having  been  entered,  by  invitation  of  the  Indian  Harbor 
Yacht  Club  of  Greenwich,  Conn.,  to  sail  against  Columbia  and 
Constitution  in  a  special  match  in  Long  Island  Sound.  The  club 
was  obliged  to  abandon  the  match,  owing  to  the  fact  that  Columbia 
and  Constitution  were  withdrawn,  leaving  Independence  alone  in 
the  class. 

As  the  Larchmont  Yacht  Club  was  arranging  a  special  match 
for  ninety-footers,  it  was  expected  by  the  public  that  Independence 

*  The    record    for    cup    races    is    held    by    the  13   m.    l8   s.   for  thirty  miles,  by  Columbia.      For 

schooner  Columbia,  which  made  thirty  miles,  reach-  twenty  miles  of  reaching  in  this  race,  under  condi- 

ing,   against    Livonia,   Oct.    i8th,    1871,   in    3   h.  tions  of  wind  and  sea  similar  to  those  in  her  race 

I    m.    33 J^    s.      These    figures    have    often    been  against    Independence,   Columbia's  time   was    i    h. 

quoted   as  the  record   for  forty  miles.      The  course  44  m.   and   51  s.  which  was  not  so  good  as  Inde- 

over  which  they  were  made  was  to  have  been  forty  pendence's  time  for  twenty  miles  by  10  m.  35  s. 

miles  long,   but  as  marked  was  in    fact   but    thirty  The   fastest    previous   time   in   a    cup    match    by 

miles.  cutters    was    made    by    Vigilant    in    her    final    race 

The  best  time  made  by  cutters  to  date  in  a  cup  against  Valkyrie   II.,    October    13th,    1893,   thirty 

match  was  for  the  triangular  race  between  Columbia  miles,    fifteen   to    windward   and    return,    the    time 

and  Shamrock  II    October  3d,  1901,  it  being  3  h.  being   3  h.    24  m.    39  s. 

[  237  ] 


[■90.]  THE  LAWSON  HISTORY 

would  be  invited  to  participate  ;  but  no  such  invitation  was  extended 
to  her. 

It  now  being  apparent  that  no  more  races  could  be  secured  for 
the  Boston  yacht,  she  was  taken  back  to  Boston,  where  on  Sep- 
tember 3d,  three  months  to  a  day  from  the  date  of  her  first  trial, 
she  went  out  of  commission,  and  the  work  of  breaking  her  up 
began.  The  reasons  for  making  this  disposition  of  the  yacht  are 
treated  in  another  chapter  of  this  book. 

Constitution  and  Columbia  resumed  their  meetings  August 
10th,  oft"  Newport,  and  raced  through  the  remainder  of  the  month, 
with  honors  for  the  older  boat,  the  record  of  their  races  being  as 
follows  : 

August  10  —  Special  New  York  Yacht  Club  race  off  Newport. 
Course  fifteen  miles  to  windward  and  return,  starting  at  Brenton 
Reef  light-vessel.  Wind  fifteen  to  twenty  knots,  S.S.W.  Co- 
lumbia \\  as  in  the  wind  five  minutes  to  secure  her  bowsprit,  which 
was  loose.  Constitution  won  by  4  m.  9  s.,  elapsed  time.  The 
summary  : 

Constitution  . 
Columbia  ... 

August  12  —  Special  New  York  Yacht  Club  race  off  Newport. 
Course  thirty-mile  triangle,  starting  at  Brenton  Reef  light-vessel. 
Wind  at  start  N.N.K.,  variable,  four  to  seven  knots,  long  swell. 
Columbia  lost  on  actual  time  by  thirty-three  seconds,  though  win- 
ning on  allowance  as  subsequently  figured  by  forty-seven  seconds. 
The  summary  : 


Start 

Oi]ter  Mark 

Finish 

Elapsed  Time 

Corrected  Time 

H.    M.    s. 

H.    M.    s. 

H.    M.    s. 

H,    M.    s. 

I   OI   CO 
1.00.46 

2   59  40 
3.01   30 

4  17  43 
4ZI    38 

3  '6  43 
3  20.52 

Vessels  not  meas- 
ured for  allowance. 

Elapsed 

Corrected 

Time 

Time 

H.    M.    S. 

Stan  1st  Mark  2d  Mark  Flnisb 

H     M.    S.  H.    M.    S.  H.    M.    S.  H.    M.    S. 

Constitution-      .  12.0009        105.00       2.4459       4^5'^       4  ^5  °7        Vessels  not  mcas- 

CoLUMBiA    ....      120036        I  06.38        2.5039       426.16       4.25.40      ured  for  allowance. 

August  14  —  Special  New  York  Yacht  Club  race  off  Newport. 
Course  fifteen  miles  to  windward  and  return,  starting  at  Brenton 
Reef  light-vessel.  Race  declared  off  with  Constitution  leading, 
six  miles  from  the  outer  mark,  3  h.  45  m.  after  the  start,  as  the 
boats  could  not  finish  within  the  time  limit  of  five  and  one-half 
hours. 

August  16  —  Larchmont  Yacht  Club  races.  Long  Island  Sound. 
Course  thirty  miles,  in  three  legs,  twice  round.  Wind  light 
S.S.W. ,  water  smooth.  Constitution  won  by  31  m.  23  s.,  cor- 
rected time,  allowing  1  m.  20  s.      The  summary  : 

Start 

H.    M,    S. 

Constitution >  35-'* 

Columbia i-35-3^ 

[  238  ] 


Finish 

H.     M.    S. 

Elapsed 

Time 

H.    M.    S. 

Corrected 

Time 
H.    »1.   s. 

5. 16  io 
5  49  »8 

3  4'  09 
4.13.52 

3.41.09 
4  12.3X 

^THE  AMERICA'S  CVP  [■90.] 

August  17  —  Larchmont  Yacht  Club  races.  Course  same  as 
on  preceding  day.  Wind  S.S.W.,  eight  knots,  water  smooth. 
Constitution  won  by  58  s.  corrected  time.     The  summary  : 

Elapsed  CoTrected 
Start                            Finish                            Time  Time 

h.  m.  s.  h.  m.  s.  h.  m.  s.  h.   m.  s, 

Constitution 1.05.09  4.08.23  3.03.14  3.03.14 

Columbia  1. 05. 11  4IO-43  3-05-3i  3.04.12 

August  22  —  Seawanhaka-Corintliian  Yacht  Chib  special  race, 
off  Oyster  Bay,  Long  Island  Sound.  Course  twenty-nine  and 
one-half  miles,  twice  around  a  triangle.  One-gun  start.  Wind 
southerly,  five  to  ten  knots.  Columbia  won  by  2  m.  57  s.,  cor- 
rected time.      The  summary  : 

Elapsed  Corrected 
Start                                Finish                              Time  Time 

h.  m    s.  h.  m.  s.  h.  m.  s.  h,  m.  s, 

Columbia 1.35  00  5  23  32  3-48.32  3.47.14 

Constitution i  35.00  5  25.11  3  50.11  3. 50.11 

August  24  —  Seawanhaka-Corinthian  Yacht  Club  special  race, 
off  Oyster  Bay.  Course  thirty  and  one-half  miles,  twice  around  a 
triangle.  One-gun  start.  Wind  S.S.E.  to  F2.S.E.,  flaky,  aver- 
aging six  knots.  Columbia  led  at  end  of  first  round.  Constitution 
withdrawn  in  a  rain  squall,  when  leadLig.  Columbia  completed  the 
course.      The  summary  : 


start 

1st  Mark 

2J  Mark 

End  of  Round                      Finish 

H.  M.  S. 

H.  M.  s 

H     M.  s. 

H.  M     S.                                   H.  M.  s. 

Columbia 

12.35.00 

1.02.51 

1.33.21 

I    58.18                        4.08.00 

Constitution      . 

12    35.00 

I  03,25 

1.33.58 

I  59  1 8      (Did  not  finish.) 

On  August  25th  Constitution  went  to  Bristol  for  a  final  attempt 
by  the  Herreshoft'  Company  to  put  her  in  proper  form  before  the 
trial  races,  which  were  sailed  August  31st  and  September  2d  and 
4th,  off  Newport.  The  first  race  was  fifteen  miles  to  windward 
and  return.  There  was  a  seven-knot  breeze  S.E.  by  E.  at  the 
start  and  a  smooth  sea,  except  for  an  easy  roll.  At  the  start 
Columbia  forced  Constitution  over  the  line  before  the  gun  and  was 
compelled  to  follow  her,  but  tacked  quickly  and  re-crossed.  Con- 
stitution jibed  and  crossed  with  a  handicap.  Columbia  quickly 
worked  out  to  windward,  and  the  race  seemed  lost  to  Constitution 
within  the  first  half-hour.  At  the  outer  mark  Columbia  was  lead- 
ing by  two  minutes.  The  wind  had  shifted  somewhat,  which 
made  a  long  and  a  short  leg  to  the  mark,  and  a  reach  home. 
Columbia  gained  on  the  run  home  1  m.  53  s.,  making  a  total  gain 
of  3  m.  48  s.  in  3  h.  20  m.  53  s.  of  sailing.      The  summary  : 


Stan 

Outer  Mark 

Finish 

Elapsed 
Time 

Corrected 
Time 

H.  M.  s. 

H.  M.  s. 

H     M.  s. 

H.  M.  s. 

H.   M.  s. 

Columbia              .      . 

.      .      II. 41. 15 

1.30.45 

3  02.08 

3  20-53 

3-»9  4^ 

Constitution        .      . 

11.42.00 

I   3^-45 

3  06.01 

3  24.01 

3  24.01 

[239] 


[■9°-]  THE  LAWSON  HISTORY 

In  a  second  trial,  over  a  triangular  course  of  thirty  miles,  Con- 
stitution had  the  weather  position  at  the  start,  in  a  faint  breeze, 
but  Columbia  soon  worked  out  from  her  lee,  and  at  the  first  mark 
had  gained  4  m.  55  s.  On  a  ten-mile  reach  to  the  second  mark 
Constitution  gained  fifteen  seconds.  On  the  last  leg  the  vessels 
were  becalmed,  Columbia  being  ahead  a  cjuarter  of  a  mile  four 
miles  from  the  finish,  when  the  race  was  called  off  at  6.15  p.  m. 
The  summary  :    ' 

Start  isi  Mark                       2d  Mark  Elapsed  Time 

h.  m.  s.  h.  m.  s.  h   m.  s  h    m.  s 

Columbia 1.00.06  3.11.08  4.50.40  3  50  34 

Constitution 1.00.06  3.16.03  4.55.10  3  55  04 

Before  the  final  race  was  sailed  Constitution's  new  mainsail  was 
unbent,  and  the  mainsail  used  in  her  first  races  and  subsequently 
discarded  was  put  on  bi  its  place. 

The  wind  at  the  start  of  the  last  race  was  about  seven  knots 
S.S.W.  The  signal  was  given  at  1  p.  im.  Columbia  violated  the 
rules  at  the  start  by  bearing  down  on  Constitution  three  times, 
luffing  each  time,  and  giving  her  a  back-draft  which  deadened  her 
headway.  Columbia  led  around  the  outer  mark  by  less  than  a 
minute.  The  run  home  in  a  light  breeze  with  balloon  jib-topsails 
set,  and  spinnakers  to  port,  was  made  in  slow  time.  Constitution 
on  several  occasions  pulled  up  abeam  of  Columbia,  but  failed  to 
pass  her.  When  nearing  the  mark  spinnakers  were  taken  in, 
and  the  boats  having  made  some  leeway  from  the  course,  sheets 
were  trimmed  for  the  finish.  Constitution's  crew  were  clumsy  in 
handling  their  spinnaker,  which  collapsed  across  her  stays,  and 
later  dragged  in  the  water.  This  helped  give  Columbia  a  clear 
lead.  Near  the  line  Constitution's  balloon  jib-topsail  was  split  in  a 
puff.  Columbia  lowered  hers,  and  later  set  a  large  one  in  its 
place.  She  led  over  the  line  by  nineteen  seconds.  Constitution 
lost  the  race  by  seventeen  seconds  corrected  time.  The  sum- 
mary : 


Start 

H.    M.    s. 

Outer  Mark 
H.    M.    s. 

Finisb 
H.    M.    s. 

Elapsed 
Time 
H.   M.  s. 

Correcled 

Time 
H.    M.    s. 

Columbia     -      .      .      . 

Constitution    , 

.      .       1. 00-47 
.      .       1.02.00 

3  o^-44 
3  03-^5 

5.03.13 
5.03.32 

4.02.26 

4.01.32 

4.01. 15 

4.01.32 

Capt.  Barr  was  disqualified  next  day  by  the  regatta  com- 
mittee w  ithout  protest  from  Constitution  for  bearing  away  at  the 
start  ;  but  as  the  special  committee  decided  the  same  day  to  select 
Columbia  to  defend  the  cup,  the  race  thus  credited  Constitution  did 
not  count.  Had  the  issue  been  determined  on  the  total  number  of 
wins  alone,  the  boats  would  have  had  to  meet  again,  as  each  had 
a  race  to  her  credit  at  the  end  of  the  trials. 

The  committee,  however,  was  satisfied  that  Columbia  was 
the  safer  boat  to  select  as  defender,   and   exercised   its  right    to 

[  240  ] 


^THE  AMERICA'S  CVP  [■9-] 

name  her  as  such  without  further  trials,  its  announcement  being 
made  September  5th  through  this  notice,  posted  at  its  station  in 
Newport : 

Station  No.  6,  N.  Y.  Y.  C, 

Newport,  R.  I.,  Sept.  5th,  1901. 
At  a  meeting  of  the  committee  on  tlie  challenge  of  the 
Royal  Ulster  Yacht  Club,  held  on   the  flagship*  at  half-past 
eleven  o'clock  this  day,  the  Columbia  \\  as  selected  as  repre- 
sentative of  the  New  York  Yacht  Club. 

(Signed)  J.  \^  S.  Oddie, 

Secretary. 

The  committee's  decision  evidently  was  reached  against  the 
wishes  of  Constitution's  builder  and  manager,  and  its  wisdom  was 
at  first  questioned.  Later  it  was  given  the  color  of  justification  by 
the  fact  that  the  cup  races  resulted  in  a  victory  for  the  defending 
yacht.  Mr.  J.  Pierpont  Morgan,  chief  o\\Tier  of  Columbia,  did  not 
take  part  in  the  committee's  deliberations  in  choosing  the  defender. 
Mr.  E.  D.  Morgan,  originally  a  inember,  had  been  replaced  by 
Mr.  Archibald  Rogers,  after  purchasing  an  interest  in  Columbia, 
and  Mr.  August  Belmont,  who  was  a  part  owner  of  Constitution, 
by  Mr.  J.  Malcolm  Forbes  of  Boston. 

Naturally  there  was  much  discussion  among  yachtsmen  over 
the  shattering  of  Herreshoff's  hopes  in  Constitution.  The  causes 
of  her  defeat  were  not  charged  up  to  inherent  defects  in  her  hull, 
but  to  bad  sails  and  rig,  and  bad  management. 

Whether  justly  or  not,  j-achtsmen  held  the  chief  trouble  to 
have  been  inefficiency  in  handling,  particularly  in  starts,  in  which 
she  undoubtedly  was  sailed  with  marked  timidity,  almost  invari- 
ably receiving  the  crumbs  after  Columbia  made  off  with  the  loaf. 
Capt.  Barr,  in  sailing  Columbia,  had  his  vessel  under  perfect  con- 
trol at  all  times,  and,  with  a  touch  of  Scotch  canniness  generally 
put  her  where  he  wanted  her  to  be,  without  special  regard  for  the 
niceties  of  the  rights  of  others,  so  long  as  those  rights  were  not 
insisted  upon.t 

There  was  a  great  hue-and-cry  over  this,  which  resulted  in 
only  a  few  faint  rebukes  for  Capt.  Barr,  and  a  great  deal  of  dis- 
paragement for  Constitution's  sailing-master  and  manager.  In 
effect,  however,  the  blame  for  Constitution's  failure  was  laid  on 
Mr.  Duncan,  who,  while  meeting  all  the  requirements  of  a  gentle- 
man yachtsman,  was  unequal  in  this  instance  to  the  task  imposed 
on  him.  If  Capt.  Rhodes  erred  more  in  one  direction  than  another, 
it  was  in   lack  of  spirit  in  obeying  orders  to  dodge  Columbia  in 

*  Schooner  Corona,  formerly  Colonia,  cutter.  believed  himself  crowded  out  of  a  rightful  position 

t   It  will  be   recalled  that   in    1895   Capt.  Barr     in  a  start  by  Capt.  HafF. 
refused  to  sail   Vigilant  against   Defender  when  he 

•6  [  241  ] 


[.9-]  THE  LAWSON  HISTORY 

starts  at  any  cost.  Some  skippers  would  have  insisted  on  following 
their  own  judgment,  even  at  the  expense  of  their  position.  Capt. 
Rhodes  carried  out  his  orders  to  the  detriment  of  his  reputation  as 
a  sailing-master,  and  came  in  for  some  extremely  sharp  criticism. 
The  Rudder;  for  example,  characterized  the  handling  of  Constitu- 
tion as  "  boat-murder,"  resulting  from  "  palpable  breaches  of  the 
fundamental  laws  of  yacht-racing,  for  which  there  was  no  excuse. 

"  Barr  simply  made  a  monkey  of  the  other  man,"  wrote  the 
editor  of  TIte  Rudder,  with  a  broad  touch  of  forecastle  idiom. 
"  He  forced  him  to  do  whatever  he  wished,  and  shoved  and  jostled 
the  Constitution,  the  latter's  skipper  giving  way  in  the  most  com- 
plaisant manner.  The  Constitution  crowd  seemed  to  be  deathly 
afraid  of  Barr,  and  whenever  it  came  to  a  close  question  their  only 
anxiety  seemed  to  be  to  get  out  of  his  way,  and  give  him  all  the 
rope  he  wanted.  Their  excuse  for  this  cringing  was  that  they 
did  not  want  to  have  the  boat  injured  ;  a  most  childish  excuse, 
and  one  that  no  experienced  man  would  make.  Barr  is  no  fool, 
and  if  he  found  he  was  up  against  a  man  with  a  stiff  backbone, 
not  only  would  he  not  try  to  force  such  a  game,  but  he  would 
know  when  his  share  of  the  rush  had  reached  its  limit,  and  give 
way  in  time  to  save  any  trouble.  His  boat  was  quicker  on  the 
helm  than  the  Constitution,  and  he  had  full  control  of  her.  If  the 
Constitution  people  had  insisted  on  their  rights  thej^  would  have 
got  them.    .    .    . 

"At  the  start  on  the  third  day  [trial  races]  Barr  ^•iolated  all 
rules  of  civilized  warfare.  He  simply  drove  Rhodes  oft"  the  line 
and  onto  the  wrong  side  of  the  committee  boat.  .  .  .  Barr  t\\  o  or 
three  times  deliberately  bore  down  on  the  Constitution  when  there 
was  no  necessity  for  it,  his  object  being  to  prevent  her  from  draw- 
ing ahead,  clearing  her  wind  and  tacking.  He  deliberately  estab- 
lished an  overlap  so  as  to  prevent  her  going  on  the  other  board, 
and  held  it  until  it  was  no  longer  possible  for  Rhodes  to  clear  the 
lee  mark-boat.  He  then  took  the  line,  leaving  the  Constitution  to 
wear  around  and  be  handicapped." 

The  Rudder  thus  contrasted  the  general  management  of  the 
two  yachts  : 

"  To  show  the  difference  between  the  manner  in  which  the 
two  boats  were  run,  it  is  only  necessary  to  paint  two  pictures.  It 
was  the  day  of  the  last  [trial]  race,  say  ten  minutes  before  they 
doused  spinnakers  to  make  the  finish.  On  the  Columbia  Barr 
stood  behind  the  w  heel  ;  about  him  for  a  space  of  ten  feet  the 
deck  was  absolutely  clear,  except  just  in  front  sat  one  man  A\ho 
never  moved,  and  kept  his  eyes  in  front.  Then  turn  to  the  Con- 
stitution ;  the  space  about  Rhodes  looked  like  the  corner  of  a 
country  main  street  on  a  Saturday  night.  Herreshoft",  in  his  shirt 
sleeves,  stood  behind  the  skipper  ;  to  his  right  was  a  group  of 

[242  ] 


<9/THE  AMERICA'S  CVP 


[1901] 


three  gentlemen,  talking,  pointing  and  gesticulating.  Two  or 
three  other  men  walked  about  the  decks,  and  in  the  companion 
sat  two  ladies.  On  one  deck  business,  silence  and  order,  such 
as  should  be  on  a  racing  )-acht  ;  on  the  other  an  excursion  party. 
...  On  the  Columbia  the  crew  were,  for  all  the  movement  they 
made,  part  of  their  vessel .  When  called  upon  to  execute  an 
order  they  rose,  acted  and  returned  to  their  positions  like  well- 
trained  parts  of  a  machine.  On  the  Constitution  the  crew,  under 
the  distracting  example  of  people  moving  about  the  decks,  lolled 
about  uneasily  ;  when  they  rose  to  carry  out  an  order  they  did  so 
in  a  straggling  and  ragged  manner.  In  taking  in  the  spinnaker 
the  new  boat's  crew  made  a  botch  of  the  job,  showing  in  the  way 
they  handled  the  sail  a  sad  want  of  training  in  concerted  crew- 
action.  On  the  Columbia  a  minute  after  the  same  sail  was  doused 
in  a  clean  and  expeditious  style  that  resulted  in  a  gain  of  several 
seconds  for  the  older  boat." 

The  writer  here  quoted  drew  from  these  circumstances  the 
lesson  that  "yacht-racing  is  a  business.  To  be  successful  j'ou 
must  cast  aside  all  ulterior  considerations,  and  work  only  to  win, 
.  .  .  You  must  have  the  best  sails,  no  matter  who  makes  them  ; 
you  must  have  your  decks  clear  of  idlers,  no  matter  whose  friends 
they  are  ;  you  must  have  the  cleverest  skipper  and  best  trained 
crew  despite  the  fact  that  the  builder  of  the  boat  wants  somebody 
else.  You  must  know  no  fear  and  show  no  faAor.  The  \\ill  that 
moulds  men  and  means  to  an  end  regardless  of  personal  ties  or 
business  associations  is  the  will  needed  in  such  a  task.  System, 
discipline,  order  ;  the  submission  of  all  to  purpose.  This  never 
can  exist  except  under  a  single  and  uncontrolled  head." 

Blame  is  never  so  sweet  as  praise,  and  all  concerned  in  Con- 
stitution came  in  for  plenty  of  it.  Her  record  was  a  puzzle,  for 
she  had  sailed  very  fast  one  day,  only  to  lose  ignominiously  the 
next.  Her  sails  were  reproaches  on  the  sail-maker's  art,  and  her 
relative  balance  of  sail-eftort  and  lateral  plane  seemed  far  from 
right,  as  she  carried  a  hard  weather  helm  in  strong  breezes  that 
nobody  seemed  able  to  correct.  There  was  a  feeling  among 
unbiased  yachtsmen  that  had  her  sails  been  made  elsewhere  than 
at  the  Herreshoff  shops  less  trouble  would  have  been  experienced 
with  them  ;  but  the  Herreshoff  contract  called  for  Herreshoff  sails, 
whether  good  or  bad,  so  Herreshoff  sails  only  were  used.*  The 
vessel  had  three  mamsails,  it  was  said,  but  there  seemed  litde  to 

*  An  Interesting  bit  of  gossip  told  in  the  fleet  bills  for  canvas  supplied  at  contract  net  prices.      The 

was   to   the   effect    that    the    Herreshoff   Company  story  is  not  vouched  for  here.      It  is  certain  Colum- 

could  not  obtain  the  same  kind  of  canvas  for  their  bia's  mainsail  of  1899  was  made  of  canvas  that  stood 

sails  in  1901  that  they  used  in  Columbia's  excellent  up  better  than  any  which  came  out  of  the  Herreshoff 

sails  of  1899,  owing  to  the  refusal   of  the  manu-  shops  in    1901,  and  it  was  so  superior  to  new  sails 

facturers  to  supply  it.      The  story  was  to  the  effect  supplied  her  that  it  was  used  in  the  trial   and   cup 

that  ten  per-cent  discounts  were  taken  from  a  season's  races. 

[243] 


[■90.]  THE  LAWSON  HISTORY 

choose  between  them.  All  appeared  to  stretch  and  develop  "  hard 
spots  "  as  soon  as  used. 

So  far  as  the  public  was  competent  to  judge,  Mr.  Herreshoft 
was  greatly  chagrined  over  the  rejection  of  Constitution,  and  his 
feelings  could  not  have  been  soothed  by  the  reflection  of  critics 
that  he  was  in  a  large  measure  responsible  for  the  vessel's  failure, 
not  only  on  account  of  the  defects  noted,  but  by  a  sin  of  omission 
in  not  insisting  that  the  yacht  be  placed  in  more  competent  hands. 
Mr.  Herreshoff"  was  quoted  in  an  interview  at  the  beginning  of  the 
season  as  saying  Constitution  was  the  fastest  yacht  he  ever  de- 
signed, and  would  readily  defeat  Columbia.  His  views  on  her 
career  as  a  candidate  for  cup  defence,  and  rejection,  have  never 
been  made  public. 

A  summary  of  the  season's  meetings  of  the  three  American 
ninety-footers  shows  clearly  the  work  done  by  each.  It  begins 
with  the  race  of  July  1st,  between  Columbia  and  Constitution,  and 
ends  with  the  final  trial  race. 

Independence  sailed  but  six  races,  four  against  Columbia  and 
Constitution,  and  two  against  ColumlMa  alone,  all  under  the  direc- 
tion of  the  Newport  Yacht  Racing  Association.  She  showed  steady 
improvement,  and  under  normal  conditions  doubtless  would  have 
won  two  races,  both  sailed  in  strong  winds,  namely,  that  of  July 
12th,  in  which  she  lost  her  topmast,  and  that  of  August  3d, 
in  which  she  ran  oft'  her  course  through  an  error  of  her  compass, 
as  previously  stated. 

Columbia  and  Constitution  had  twenty-two  meetings,  including 
the  oflicial  trials,  and  finished  eighteen  races,  in  which  Columbia 
won  nine  and  Constitution  nine.  In  the  trials  Columbia  would 
have  won  two,  had  not  one  been  lost  on  disqualification,  while  the 
third  was  declared  off".  Constitution's  victories  for  the  season 
were  chiefly  in  light  winds. 

After  the  trial  races  Columbia  and  Constitution  proceeded  to 
Bristol.  Here  the  defender's  sails  were  put  in  shape  for  the  cup 
races,  a  new  suit  being  taken  on  board.  Columbia  A\as  then  taken 
to  New  York  for  docking  and  measurement.  Constitution  was 
stripped,  her  mast  was  lifted  out,  and  she  was  towed  to  New 
London  where  she  was  hauled  out. 

i\t  this  period  the  public's  enthusiasm  over  the  outlook  for 
retaining  the  cup  was  not  great,  while  many  yachtsmen  endorsed 
such  views  as  the  following,  expressed  editorially  by  Thomas 
Fleming  Day,   editor  of  Tlie  Rudder  : 

"  For  the  sake  of  the  sport  I  would  like  to  see  Sir  Thomas 
Lipton  win.  As  it  is,  the  contest  is  too  one-sided,  but  if  the  cup 
could  be  passed  and  repassed  across  the  ocean  it  would  be  better 
for  yachting  on  both  sides.  It  was  for  this  same  reason  that  I 
would  have  been  pleased  to  see  Herreshoft'  knocked  out,  and  the 

[  244  ] 


of  THE  AMERICA'S  CVP 


[1901] 


right  and  power  to  design  a  successful  defender  pass  to  another 
man.  When  all  the  fast  craft  come  from  the  hand  of  one  man, 
yacht-racing  ceases  to  be  anything  but  a  question  of  money  and 
a  sport  of  certainties.  The  Herreshoff  shadow  is  fast  settling 
down  on  our  yachting  in  the  East,  and  unless  something  is  done 
to  throw  it  off,  yacht-racing  will  get  a  setback  such  as  it  has  never 
experienced  before  in  our  time." 


^^^i 


[245] 


[i90l] 


THE  LAWSON  HISTORY 


SECOND  CHALLENGEROFSIRTHOMAS 
LIPTON  IS  DEFEATED  BY  A  FORMER 
CUP  DEFENDER:    1901.      CHAPTER  XV. 

^^ORTUNE  seemed  as  sparing  of  her  smiles  to  the 
challenger  for  the  cup  as  to  its  defenders  in  the 
summer  of  1901,  for  while  the  New  York  Yacht 
Clul)  was  learning  by  experience  the  shortcomings 
of  Mr.  HerreshoflPs  fore-ordained  defender,  Sir 
Thomas  Lipton  was  passing  through  similar  en- 
lightenment in  connection  with  the  trials  of  Mr. 
Watson's  challenger. 
^)  Shamrock  II.  was  launched  from  the  yard  of 
Messrs.  William  Denny  &  Brother  at  Dumbarton,  on  the  river 
Leven,  April  20th,  and  was  towed  to  Cowes,  where  she  received 
her  sails  from  Ratsey's  lofts,  and  thence  to  Southampton  for  her 
spars.  The  boat  was  gi\en  her  first  trial  under  sail  May  4th, 
and  for  a  week  was  jogged  about  The  Solent  and  neighborhood, 
generally  in  companv  w  ith  the  first  Shamrock.  On  May  9th,  in 
a  puff  near  The  Needles,  her  steel  gaff  collapsed,  and  her  owner 
narrowly  escaped  injury  from  a  falling  block.  This  was  the  first 
accident  in  what  was  to  pro\e  a  spectacular  early  career. 

On  May  13th  the  challenger  was  given  her  first  serious  trial 
against  the  older  boat,  in  Weymouth  Bay,  and  was  defeated  by 
about  three  and  one-half  minutes  over  a  triangular  course  of  twenty 
miles,  in  a  good  breeze.  After  this  race  she  was  docked  at 
Southampton  for  repairs  made  necessary  by  the  draw  ing  of  rivets 
in  her  bow  plating  near  the  water-line.  On  coming  out  of  dock 
May  20th  the  challenger  was  given  a  new  mainsail,  and  was 
started  on  her  formal  trials  against  the  older  boat,  the  first  race 
being  sailed  on  that  date,  over  a  course  twelve  miles  to  windward 
from  the  Nab  light-vessel,  in  a  good  sailing  breeze.  The  first 
Shamrock  led  by  half  a  minute  at  the  turn,  and  jielded  victory  at 
the  finish  by  only  thirty-seven  seconds.  Another  trial  took  place 
next  day  in  a  good  sailing  breeze  and  smarter  sea,  the  start  being 
at  Warner  Fort,  the  course  to  Nab  Rock  buoy,  and  back  to  the 
light-vessel.  Shamrock  II.  was  troubled  w  ith  a  slacking  of  her 
bobstay,  and  lost  ground  going  to  windward,  finishing  1  m.  34  s. 
behind  the  older  boat. 

The  third  formal  trial  was  set  for  May  22d.  The  e\ent  was 
a  most  important  one  to  Sir  Thomas  as  King  Edward  \'II.  had 
signified  his  pleasure  to  come  down  and  sail  on  the  new  yacht. 
He  arrived  in  due  time,  was  met  at  Southampton  by  Sir  Thomas 

[  246  ] 


^ 


^THE  AMERICA'S  CVP  ['90.] 

on  the  steam-yacht  Erin,  and  was  taken  to  the  racer,  which  lay 
off  Cowes.  With  the  King  was  the  Marchioness  of  Londonderry. 
Other  persons  on  board  Shamrock  II.,  besides  the  officers  and  crew, 
were  W.  G.  Jameson,  amateur  manager  of  the  boat,  and  Mrs. 
Jameson,  and  G.  L.   Watson,   the  designer. 

In  addition  to  Shamrock  I.  the  new  vessel  was  to  have  as  a 
competitor  the  racing  yawl  Sybarita.  They  were  to  sail  practi- 
cally the  old  Queen's  cup  course,  around  the  Warner  and  Lepe, 
starting  at  West  Brambles  buoy.  The  yachts  were  to  be  sent 
away  at  two  o'clock.  There  was  a  good  sailing  breeze  from  the 
east,  light  enough  to  allow  the  use  of  club- topsails.  The  sea  was 
moderate.  Capt.  Kdward  A.  Sycamore  of  Brightlingsea,  sailing- 
master,  was  at  the  helm  of  Shamrock  II.,  and  W.  G.  Jameson 
was  in  command.  The  boats  were  manoeuvring  for  the  start, 
and  had  about  a  minute  to  go,  when  they  were  struck  by  a  puft", 
in  itself  no  stronger  than  man)'  another  on  a  summer's  day  in  that 
neighborhood,  but  enough  to  cause  an  accident  which,  to  quote  a 
London  journal,  "  made  Britain  gasp." 

Shamrock  II.  was  standing  away  from  the  line  on  the  starboard 
tack,  and  was  just  coming  into  the  wind  to  tack  toward  it  when, 
in  the  words  of  an  eye-witness,  "  suddenly  and  without  warning 
her  whole  rig  collapsed  and  went  overboard." 

The  yacht  in  fact  was  totally  dismantled  in  the  space  of  a 
minute.  Her  mast  went  over  the  side  like  an  empty  paint-tube, 
and  soon  hung  inverted  with  the  topmast  pointing  to  the  bottom. 
The  main-boom  settled  over  the  port  quarter,  and  all  the  running 
and  standing  rigging  fell,  naturally,  to  leeward,  with  the  sails  and 
spars.  No  one  was  injured,  though  the  accident  might  easily 
have  been  attended  with  serious  results. 

When  the  accident  occurred,  the  King,  according  to  press 
reports,  was  seated  in  the  companionway,  at  the  top  of  the  steps 
leading  below.  Correspondents  were  careful  to  state  that  he  was 
smoking  at  the  time,  and  that  he  lighted  a  fresh  cigar  after  asking 
if  any  one  was  hurt.  Two  masthead  men  whose  duties  had  taken 
them  aloft  at  the  start  owed  their  lives,  doubtless,  to  the  fact  that 
they  had  just  returned  to  the  deck  when  the  lofty  structure  of 
steel  and  canvas  went  into  the  sea.  Several  sailors  carried  over- 
board by  the  sails  were  rescued. 

The  collapse  of  the  rig  was  described  as  gradual,  as  compared 
with  the  character  of  dismasting  on  a  wood-sparred  vessel. 
Trouble  was  noticed  first  by  the  mate,  who  was  forward  watching 
the  head-sails,  when  he  saw  the  bowsprit  rise  and  swing  to  lee- 
ward. He  shouted  aft  to  keep  the  vessel  off,  but  before  a  full 
could  be  caught  in  her  mainsail,  which  might  have  saved  the 
mast,  the  topmast  fell,  and  then  gradually  the  mast  sagged  off 
until  it  collapsed  near  the  deck  and  went  over  into  the  sea. 

[247] 


['90.]  THE  LAWSON  HISTORY 

The  cause  of  the  accident  was  said  to  be  the  breaking  of  the 
eye  in  the  plate  into  which  the  bobstay  was  bolted  at  the  stem. 
This  probably  was  the  seat  of  the  trouble,  though  the  first  cause 
of  the  difficulty,  as  stated  by  Mr.  Day,  editor  of  TJie  Rudder,  who 
inspected  the  yacht  after  the  accident,  was  the  setting  up  of  the 
weather  preventer  before  the  mast  had  moved  forward,  which 
caused  a  strain  on  the  headstays  to  which  the  bobstay  fastening 
was  unequal  imder  the  conditions  that  prevailed,  as  the  boat  was 
spanking  heavily  while  in  the  wind.  This  indicates  that  the  cause 
may  have  been  due  to  cjuestionable  judgment  rather  than  struc- 
tural weakness. 

After  the  accident  the  King  left  the  yacht  in  Sir  Thomas 
Lipton's  launch,  proceeding  to  the  steam-yacht  Erin,  and  thence 
ashore  at  Southampton.  Shamrock  II.  was  towed  to  Hythe  after 
being  cleared  from  the  wreckage.  Her  mast  and  gear  were  sub- 
sequently salved  by  divers. 

Immediately  after  the  accident  Sir  Thomas  cabled  the  New 
York  Yacht  Club  as  follows  : 

SoOTHAMPTON,  May  22d. 
Commodore  Ledyard,  New  York  Yacht  Cluh  : 

Regret  had  very  bad  accident  to-day  \\  ith  new  Shamrock, 
but  thankful  nobody  injured.  Fear  will  render  it  impossible 
keep  engagement  of  Aug.  20th,  but  hope  cable  club  to-morrow 
after  consultation  with  designers  and  builders.  Am  afraid 
will  be  necessary  ask  for  few  weeks  grace.  Am  very  dis- 
tressed at  possibility  of  giving  club  trouble. 

Thomas  J.  Lipton. 

The  club's  reply  was  as  follows  : 

New  York,   May   22d. 
Sir  Thomas  Lipton,   London  : 

We  all  sincerely  regret  new  Shamrock's  accident.  Glad 
no  one  was  injured,  and  trust  result  to  yacht  is  not  serious. 
Will  await  further  advice  from  you  before  any  action. 

Ledyard. 

On  May  23d  Sir  Thomas  asked  for  a  postponement  of  the 
races  for  six  weeks  from  August  20th,  the  original  date,  and 
offered  Shamrock  I.  as  a  substitute  for  the  challenger,  if  the  club 
found  it  "  must  adhere  to  date." 

The  next  day  he  asked  for  "one  month's  grace,"  to  which 
the  New  York  Yacht  Club  replied  that  on  request  of  the  Royal 
Ulster  Yacht  Club  it  would  forward  an  amended  agreement  in 
conformity  to  his  request.  The  matter  was  finally  arranged  on 
the  basis  of  one  month's  postponement  from  the  original  date. 

The  dismanded  challenger  was  towed  to  the  Clyde  to  receive 
a  new  rig.      Her  sailing  in  southern  waters  had  not  built  up  an 

[  248  j 


^■^ 


4 


o/THE  AMERICA'S  CVP 


[1901] 


abiding  faith  in  her.  Reports  were  cabled  to  this  country  from 
trustworthy  correspondents  that  she  was  not  fast  enough  to  ' '  lift 
the  cup."  One  American  critic  who  viewed  her  declared,  on 
May  23d,  that  she  "  lacked  the  perfect  combination  that  is  essen- 
tial to  speed,"  and  added  that  "  in  sailing  she  seemed  to  gain  her 
pace  with  an  enormous  exertion  of  power."  The  Yachtsman,  a 
representative  and  far-sighted  British  journal,  on  May  30th 
stated  editorially  :  "  Unless  something  is  done  in  the  way  of  altera- 
tion of  design,  we  do  not  think  the  new  boat  stands  the  faintest 
chance  for  the  cup."  Events  showed  that  she  stood  more  than 
the  faintest  chance,  but  such  reading  as  this  in  a  British  paper 
could  not  have  been  cheering  to  Sir  Thomas  while  he  awaited  the 
rehabilitation  of  his  challenger. 

Changes  in  design  are  not  easy  in  a  metal  racing  machine,  and 
none  were  made,  it  is  safe  to  believe,  in  Shamrock  II.  ;  but 
changes  were  made  in  her  spars,  and  for  the  better.  When 
she  was  again  put  under  sail,  in  the  Clyde  early  in  July,  for  a 
second  series  of  trials,  it  was  with  a  pole  mast,  a  novelty  in  a 
yacht  of  the  cup  class,  which  contributed  to  an  improvement  in 
speed. 

With  sails  of  buff  sea  island  cotton,  as  near  perfect  as  racing 
sails  have  been  made,  the  boat  entered  her  second  trials  in  far 
better  form  than  when  she  sailed  in  The  Solent.  In  a  fortnight 
of  hard  sailing  in  the  Clyde  she  showed  steady  improvement,  and 
scored  repeated  wins  over  the  first  Shamrock,  though  never  by 
very  wide  margins. 

The  American  public  followed  reports  of  the  trials  closely,  but 
was  not  satisfied  from  cabled  accounts  whether  or  not  the  first 
Shamrock  was  sailed  for  all  she  was  worth.  In  the  absence  of 
definite  evidence  to  the  contrary,  and  in  view  of  the  record 
of  Shamrock  II.  in  American  waters,  it  is  proper  to  assume 
that  she  was. 

After  the  middle  of  July  preparations  were  made  for  bringing 
the  challenger  across  the  ocean.  Her  crew  were  offered  a  bonus 
of  $40  each  above  their  wages  for  the  voyage.  "  Going  foreign  " 
in  a  bronze  bowl  did  not  appeal  to  fifteen  of  them,  who  demanded 
$75  bonus,  whereupon  they  were  promptly  discharged. 

For  the  voyage  across  the  Atlantic  Shamrock  was  strength- 
ened internally  by  what  was  described  as  "  a  most  ingeniously 
designed  system  of  struts  and  props,  tie-beams  and  stringers,"  as 
much  to  withstand  the  strain  of  towing  as  the  buffeting  of  the 
sea.  She  was  put  under  reduced  cutter  rig,  with  the  short  wood 
mast  carried  by  Shamrock  I.  when  towed  across,  a  stump  topmast, 
a  lug  mainsail,  and  staysail  on  a  stay  to  the  stemhead,  without  a 
bowsprit.  In  tow  of  Erin  she  left  Gourock  July  27th.  Sir 
Thomas  and  a  few  friends  went  along  on  Erin  as  far  as  the  Holy 

[  249  ] 


[■9-]  THE  LAWSON  HISTORY 

Isle,  and  before  leaving,  according  to  report,  "  spoke  a  few  words 
of  cheer  to  the  men  on  Shamrock  II." 

Erin  and  her  tow  logged  two  hundred  and  fifty  miles  a  day. 
A  call  was  made  at  Ponta  Delgada,  Azores  Islands,  for  coal,  and 
on  August  11th,  at  11.30  p.  m.,  they  passed  Sandy  Hook,  a  little 
less  than  sixteen  days   out  from  the  Clyde. 

Shamrock  was  promptly  taken  to  Erie  Basin,  where  all  chal- 
lengers since  Genesta  had  refitted,  and  there  received  her  racing 
spars  and  gear,  which  arrived  by  steamer  August  4th.  On 
August  14th  she  was  docked,  and  American  yachtsmen  had  an 
opportunity  to  form  at  first-hand  an  intelligent  opinion  of  the 
appearance  of  a  much-heralded,  much-praised  and  much-con- 
demned yacht.  They  naturally  compared  her  to  American  boats. 
To  the  eye  her  body-lines  appeared  similar  to  those  of  Columbia 
and  Constitution,  although  her  ends  were  longer,  her  counter  and 
stern  finer,  and  her  bow  lower,  with  the  fulness  carried  farther 
forward,  and  with  more  of  a  "snub"  in  the  turn  of  the  stem. 
Her  lateral  plane  seemed  not  to  be  cut  away  so  much  as  that  of 
the  Herreshoff  yachts,  while  her  bilge  was  somewhat  fuller.  In 
]Mofile  forward  she  appeared  to  favor  the  "  scow  "  type,  but  from 
other  points  of  view  she  was  more  like  the  so-called  normal  type 
of  modern  bronze  yacht,  with  fair,  full  body,  and  very  fme  fore- 
and-aft  lines.  The  shape  of  the  bow  was  her  most  striking 
feature. 

While  one  visual  expert  saw  all  the  qualities  of  speed  in  her, 
others  said  she  had  too  many  curves  to  prove  a  winner.  An 
example  of  a  conscientious  American  opinion  of  the  yacht's 
qualities,  from  a  critic  who  saw  her  in  dock,  may  be  had  in  the 
following  from  The  Sc'wnt'ijlc  American  : 

"  When  the  under-water  form  of  Shamrock  II.  was  laid  bare  in 
the  Erie  dry-dock,  two  facts  were  at  once  made  evident :  First, 
that  G.  L.  Watson  has  designed  an  entirely  original  boat  ;  second, 
that  the  much-talked-of  tow  in g  experiments  in  the  Denny  testing 
tank  were  evidently  responsible  for  the  most  striking  departures 
in  her  lines  from  what  might  be  called  the  orthodox  form  of  a 
ninety-foot  racing  cutter.  It  may  further  be  stated,  without  much 
fear  of  contradiction,  that  with  the  exception  of  a  certain  fulness 
in  the  sections  from  about  the  wake  of  the  mast  forward  for 
several  feet  into  the  overhang,  she  has  the  most  refined  form 
ever  seen  in  a  cup  challenger.  Her  after  body,  from  the  point  of 
greatest  beam,  which  lies  not  very  far  aft  of  the  shrouds,  to  her 
narrow  and  shallow  stern,  has  been  refined  to  a  degree  which 
makes  one  ask  how  it  can  ever  be  possible  for  the  boat  to  carry 
her  great  spread  of  14,500  square  feet  of  canvas.    .   .    . 

"Watson  has  returned  somewhat  to  the  midsection  which 
distinguished   his    two    most  successful   boats,   Queen    Mab   and 

[250] 


<?/THE  AMERICA'S  CVP  ['90.] 

Britannia.  There  is  not  the  slightest  suggestion  of  the  high  bilges 
of  the  scow  form,  as  seen  in  Independence,  nor  is  there  the  com- 
parative hardening  of  the  bilges,  as  seen  in  Columbia.  So  easy, 
indeed,  are  the  bilges  that  we  have  to  go  back  to  Defender  to 
find  their  like,  and  they  round  into  the  broad  sweep  of  the  free- 
board curve  at  the  fin  with  a  true  reverse  curve,  without  so  much 
as  a  suggestion  of  a  straight  line  in  the  floor.  These  features, 
taken  with  the  rather  full  and  round  sections  toward  the  bow,  the 
finely-drawn-out  run  and  quarters,  and  the  easy  curve  and  great 
length  of  the  diagonals,  point  toward  a  form  that  will  be  easy  to 
drive  at  the  higher  speeds,  and  will  show  but  little  of  that  wave- 
making  tendency  which  was  a  marked  fault  in  Valkyrie  III.  and 
Shamrock  I.  We  venture  to  say  that  the  model  of  the  boat  will 
commend  itself  at  the  very  first  glance  to  any  naval  constructor 
who  may  chance  to  see  the  Shamrock  in  dry-dock.  While  the 
body  of  the  boat  would  suggest  great  speed  in  fresh  winds, 
particularly  in  running  and  reaching,  we  think  that  she  will  not 
prove  to  be  relatively  so  speedy  in  light  airs." 

The  deduction  arrived  at  by  this  writer  fairly  represented  the 
careful  American  estimate  of  the  boat  at  the  time  ;  yet  the  races 
showed  it  was  not  correct. 

Extreme  care  seemed  to  have  been  taken  by  Shamrock's 
designer  to  make  the  boat's  lines  fair  to  a  hair's  breadth,  and  to 
give  her  an  easy  form.  She  showed  his  work  at  the  testing-tank 
quite  plainly,  and  was  indeed  a  beautiful  example  of  what  might 
be  called  clever  designing. 

In  connection  with  the  tank  tests  by  which  Mr.  Watson  was 
said  to  have  arrived  at  the  form  which  he  adopted  for  Shamrock 
II.,  much  was  published  on  both  sides  of  the  Atlantic.  At  an 
industrial  exhibition  held  in  Glasgow  in  the  summer  of  1901  a 
model  of  the  tank  in  which  the  tests  were  made  was  shown. 
The    Yachtsman  said  of  it : 

"  Nothing  has  touched  the  public  imagination  in  connection  with 
the  designing  and  building  of  the  new  Shamrock  to  a  greater 
extent  than  the  experiments  Mr.  Watson  made  with  her  model  — 
or  rather  models,  for  some  dozen  in  all  were  used  —  in  the  experi- 
mental tank  of  Messrs.  Denny.  Many  of  the  men-in-the-street 
sort  of  admirers  of  yachting  are  under  the  impression  that  out  of 
those  tank  experiments  in  some  magical  way  Mr.  Watson  fished  the 
secret  of  how  to  win  the  America's  cup.  The  experiments  were 
of  the  most  vital  importance  undoubtedly,  but  the  data  obtained  by 
them  went  more  towards  confirming  previously  held  opinions  than 
to  the  producing  of  anything  of  a  revolutionary  character.  That 
notwithstanding,  it  was  a  ver}-  happy  idea  of  Messrs.  Denny  to 
include  a  large  and  very  complete  working  model  of  their  now  his- 
toric tank  in  their  exhibit." 

[251] 


['9-]  THE  LAWSON  HISTORY 

Shamrock's  model  was  not  part  of  the  exhibit. 

In  the  London  Telegraph  oi  May  16th,  1901,  an  article  appeared 
describing  these  tank  tests,  the  statement  being  made  that  Mr. 
Watson  and  Mr.  Denny  experimented  nine  months  at  the  tank 
before  the  design  of  Shamrock  II.  was  settled  upon.  The  tank 
was  designed  by  Professor  William  Froude,  who  designed  an 
experimental  model-testing  tank  for  the  British  Admiralty  at  Has- 
lar,  where  warship  models  are  tested.  The  Dumbarton  tank  was 
described  as  follows  : 

"The  Dumbarton  tank  is  three  hundred  feet  long,  with  a 
width  of  twenty-two  feet  and  a  depth  of  ten  feet,  and  in  relation 
to  the  size  of  the  models  is  practically  a  reduced  copy  of  the  water 
area  of  the  English  Channel.  It  is  broader  than  it  need  be  possi- 
bly, but  this  is  a  good  fault.  Were  it  too  narrow  the  waves  created 
by  a  model's  movement  through  the  water  might  strike  back  off 
the  sides  and  upset  all  the  scientific  calculations.  From  end  to  end 
of  the  tank,  down  its  centre,  runs  a  suspended  double  pathway  of 
wood  on  which  are  the  lines  as  for  a  little  railway.  They  are  tra- 
versed by  a  carriage  of  exquisite  ingenuity,  under  M'hich  the  model 
for  experiment  is  fitted.  By  means  of  a  wire  rope,  working  by 
steam  round  a  drum,  this  conveyance,  known  as  a  dynamometer, 
is  drawn  to  and  fro  along  the  lines  at  any  desired  speed,  and  with  it, 
of  course,  the  attached  model,  which  is  ballasted  with  shot,  so  as  to 
give  the  accurate  proportionate  draft  of  water.  As  the  carriage  flies 
along,  pens  working  over  paper  on  a  drum  record  the  distance 
in  feet  travelled,  the  time  in  half-seconds  occupied,  and  the 
amount  of  resistance  in  pounds  which  is  set  up.  A  long  mirror  is 
hung  below  the  carriage,  its  lower  edge  being  just  level  with  the 
surface  of  the  water  in  the  tank.  This  travels  with  the  carriage, 
parallel  with  the  model,  and  by  its  means  the  operator  can  see  the 
wave  profile  against  the  side  of  the  model.  It  will  be  readily 
understood  that  data  of  this  character  are  of  the  utmost  impor- 
tance in  settling  the  lines  and  form  of  a  vessel,  as  the  model  can 
be  modified  experimentally,  and  the  result  of  every  change  will  be 
set  down  in  different-coloured  inks  b}'  the  faithful  pens.   .    .   . 

"  A  few  words  as  to  the  method  of  preparing  the  models. 
They  are  made  of  paraflin  wax.  First,  ^\•orkmen  prepare  from 
the  rough  drawings  of  the  intended  ship  a  bed  of  clay,  shaped  like 
the  projected  vessel's  big  brother,  as  it  were.  A  framework  of 
lath  and  canvas,  called  a  core,  being  a  more  or  less  exact  model  of 
the  craft,  is  also  constructed.  The  core  is  placed  in  the  clay  bed, 
and  between  it  and  the  clay  is  poured  the  hot  wax.  As  soon 
as  it  is  cold  the  rough  model  is  affixed  to  a  wood  frame  to  facili- 
tate handling,  and  is  then  ready  to  be  transformed  into  an  exact 
miniature  of  the  vessel  desired.  The  drawings  are  set  up  in  front 
of  the  two  men  in  charge  of  the  modelling  machine,   which,  by 

[  252  ] 


of  THE  AMERICA'S  CVP  r-?-] 

a  pantographic  motion,  reproduces  the  sectional  drawings  with 
absolute  fidelity  on  the  wax  model,  and  then  a  steady  hand  and 
a  chisel  complete  the  task.  These  models  are  of  considerable 
size,  some  of  them  weighing  as  much  as  two  hundred  pounds. 

"The  utility  of  such  a  tank  in  the  designing  of  a  racing 
yacht  can  be  readily  understood,  and,  as  has  been  stated,  it  was 
used  for  no  less  than  nine  months  in  preparing  the  designs  of 
the  Shamrock,  the  doors  being  closed  and  no  one  outside  know- 
ing the  results  obtained.  One  after  another  various  models  were 
tested  until  there  was  a  flotilla  of  eleven  wax  craft,  all  possible 
challengers,  and  before  the  final  result  was  achieved  these  dimin- 
utive vessels  were  submitted  to  sixty  different  modifications.  Dur- 
ing most  of  last  year  Mr.  Watson,  assisted  by  Mr.  Denny,  was 
conducting  experiments  to  ascertain  the  form  of  hull  and  keel 
best  suited  to  good  speed  and  combining  the  other  requirements 
of  a  racing  cutter." 

Sir  Thomas  had  this  to  say  to  a  Glasgow  interviewer  apropos 
the  tests  made  by  Mr.  Watson,  and  the  results  achieved  by  him 
in  his  designing  of  the  yacht : 

"  Mr.  Watson  required  a  great  deal  of  persuasion  before  he 
would  take  in  hand  the  building  of  a  challenger,  and  I  believe  all 
the  money  that  could  have  been  offered  to  him  would  not  have 
been  sufficient  to  induce  him  to  undertake  the  work  had  it  not 
been  that  he  saw  what  he  considered  good  prospect  of  success. 
This  much  I  can  say  with  certainty,  and  without  betraying  any 
confidences  —  that  in  Shamrock  II.  we  shall  have  a  yacht  totally 
unlike  in  shape  anything  ever  launched  on  either  side  of  the  Atlantic, 
and  Mr.  Watson  is  not  the  man  to  go  rashly  experimenting  before 
he  found  his  way  clear  and  giving  promise  of  success.  In  connec- 
tion with  the  designing  of  this  boat  he  has  made  discoveries  of  the 
utmost  importance,  and  likely  to  have  a  very  important  effect  on 
the  future  of  yacht-designing. " 

An  American  opinion  of  the  practical  value  of  Mr.  Watson's 
tank  tests  may  be  given  in  a  remark  of  a  prominent  New  York 
designer  to  a  few  friends,  coming  up  the  bay  the  evening  after 
Shamrock's  first  cup  race,  which  was  :  "  The  trouble  with  Mr. 
Watson's  tank  tests  seems  to  be  that  he  did  not  have  the  model 
of  Columbia  to  test  also." 

In  construction  Shamrock  II.  was  not  dissimilar  to  the  average 
boat  built  of  bronze.  The  workmanship  in  her  plating  was  fine, 
though  no  finer  than  in  Shamrock  I.,  while  her  construction  was 
lighter.  She  developed  one  weakness  common  to  the  racing 
machines  of  this  type  — a  tendency  of  her  rivets  to  draw.  Con- 
stitution had  the  same  weakness,  as  did  also  Independence. 

No  reliable  data  concerning  Shamrock's  construction  are  avail- 
able.     Her  dimensions  as  generally  given  were  :   Length  on  deck 

[  253"] 


[■90.]  THE  LAWSON  HISTORY 

137  feet  ;  beam  24  feet  ;  draft  21  feet  3  inches.  These  un- 
doubtedly were  approximately  correct,  though  they  do  not  come 
from  any  official  source. 

Her'sail-plan  was  relatively  narrow  in  proportion  to  its  height. 
Her  steel  pole  mast  measured  one  hundred  and  fifty-eight  feet 
eight  inches  overall  and  buried  eight  feet  eight  inches  in  the  hull, 
thus  making  the  height  from  deck  to  truck  one  hundred  and  fifty 
feet.  As  the  club-topsail  extended  about  twenty  feet  above  the 
truck  the  peak  of  that  sail  was  about  one  hundred  and  seventy-five 
feet  above  the  water-line.  Her  main-boom  was  one  hundred  and 
two  feet  nine  inches  long,  and  her  bowsprit  m  as  thirty  feet  out- 
board. Compared  with  Shamrock  I.  the  challenger  of  1901  had 
a  foot  less  beam,  a  few  inches  less  draft,  less  displacement,  less 
wetted  surface,  and  over  ten  per  cent  more  sail  area. 

Shamrock's  trials  in  the  neighborhood  of  Sandy  Hook  began 
August  22d,  and  were  followed  with  deep  interest  by  the  public. 
Her  speed  was  described  as  marvellous,  and  press  reports  had  her 
coming  about  in  twelve  seconds,  and  sailing  a  measured  mile  at 
the  rate  of  fourteen  knots,  which  were  results  she  never  attained 
in  the  cup  races  under  exceptionally  favorable  conditions.  That 
she  was  fast  and  able  no  one  coulcl  deny,  but  her  speed  seemed 
greater  at  first,  it  would  appear,  than  it  really  was,  which  is  invari- 
ably the  case  with  cup  challengers. 

Shamrock  II. 's  tuning  up  in  American  waters  was  without 
special  incident,  except  for  a  bad  quarter-hour  she  had  on  Sep- 
tember 12th,  when  caught  in  a  squall.  It  was  a  clear  day,  with 
a  moderate  southerly  wind  in  the  morning  increasing  to  fifteen 
and  then  to  eighteen  knots.  Shamrock  stood  out  from  her  moor- 
ings in  the  forenoon,  and  sailed  about  outside  Sandy  Hook. 
She  then  returned  by  Gedney's  Channel,  and  after  shifting  sails, 
went  out  again  in  the  afternoon  under  lower  sails  and  working-top- 
sail. She  found  plenty  of  wind  outside,  and  the  signal  tower  on  the 
point  of  the  Hook  signalled  to  her  to  look  out  for  a  squall,  so  she 
started  in  by  the  main  channel.  When  near  the  Southwest  Spit, 
the  squall,  which  was  reported  as  blow  ing  fifty  miles  an  hour  over 
the  city,  struck  lier  suddenly,  before  she  had  time  to  do  more  than 
lower  her  staysail.  She  was  close  to  buoy  6,  on  the  edge  of  Flynn's 
Knoll,  where  there  is  but  fifteen  feet  of  water.  Capt.  Sycamore 
lufled  her  and  she  drove  astern  at  first.  Then  he  kept  her  off 
toward  the  point  of  the  Hook,  where  the  water  was  deeper.  As 
she  bore  away  she  felt  the  full  force  of  the  gale,  and  buried  to  her 
mast.  It  was  feared  her  mast  would  go  by  the  board,  but  she 
soon  worked  out,  and  after  keeping  on  a  short  distance  she  tacked 
and  stood  back  toward  buoj^  6,  passing  inside  of  it  into  shoal 
water,  but  going  clear.  The  wind  fell  quickly,  and  was  follow ed 
by  rain.      The  yacht  was  towed  back  to  her  moorings  unharmed. 

[  254  ] 


of  THE  AMERICA'S  CVP  [■9°'] 

Capt.  Sycamore's  seamanship  was  criticised  liy  American  and 
English  writers  for  his  having  allowed  himself  to  be  "  caught 
afoul"  in  a  tight  place. 

Shamrock  was  taken  to  the  Erie  Basin  dry-dock  on  September 
15th,  and  by  noon  she  was  docked,  her  hull  being  exposed  for  the 
second  time  in  this  country.  The  bottom  was  in  good  condition, 
requiring  only  cleaning  and  polishing,  and  the  replacing  of  several 
rivets.  An  extra  bilge-stringer  was  also  run  well  down  inside  the 
hull.  The  copper  sheathing  was  removed  from  her  rudder, 
which  was  of  wood,  and  the  wood  was  planed  down  and  new 
sheathing  put  on.      The  yacht  remained  in  dock  more  than  a  week. 

On  her  arrival  at  New  York  Columbia  was  docked  at  the 
Morse  Iron  Works  in  South  Brooklyn  for  polishing  and  painting. 

In  the  meantime  it  had  become  apparent  that  should  the  in- 
juries of  President  McKinley,  who  was  shot  at  Buffalo  September 
6th,  prove  fatal,  the  races  would  have  to  be  postponed.  The 
President  died  September  14th,  and  Sir  Thomas  Lipton  at  once 
proposed  a  postponement  of  the  races. 

A  meeting  was  held  September  16th  at  the  New  York  Yacht 
Club  house,  between  the  America's  cup  committee  of  the  club 
and  representatives  of  the  Royal  Ulster  Yacht  Club,  at  which  it 
was  agreed  that  the  postponement  of  the  first  race  should  be  for 
five  days  from  September  21st,  or  to  September  26th,  the 
succeeding  races  to  be  sailed  September  28th,  October  1st,  od 
and  5th. 

In  its  letter  to  the  New  York  Yacht  Club  suggesting  the  date 
of  postponement,  the  Royal  Ulster   Yacht  Club  Committee  said  : 

' '  There  will  perhaps  be  some  who  would  desire  that  the  post- 
ponement should  be  longer,  and  were  our  own  feelings  alone  con- 
cerned we  would  propose  a  later  date.  But  in  naming  the  date 
suggested  we  have  been  compelled  to  consider  not  only  the  fact  of 
the  very  large  number  of  persons  who  have  come  to  this  country 
with  the  challenger  to  help  in  various  capacities,  some  of  whom 
have  duties  at  home  demanding  attention  at  the  earliest  possible 
date,  but  we  have  also  felt  that  we  had  to  remember  the  many 
charters,  hiring  and  other  contracts  involving  large  sums  made  by 
citizens  of  this  country  ;  and  of  the  thousands  of  persons  who  in 
one  way  or  another  find  work  and  employment  in  connection  with  the 
races,  many  of  whom  we  have  reason  to  know  will  suffer  a  heavy 
loss  by  a  protracted  delay." 

The  New  York  Yacht  Club  committee  m  accepting  the  change 
of  date  said  : 

"We  are  quite  sure  that  all  American  yachtsmen  and  the 
public  in  general  will  accept  as  a  graceful  courtesy  on  your  part 
the  suggestion  that  you  have  made,  that  the  races  be  postponed 
in  view  of  the  terrible  affliction  which  has  come  to  our  country." 

[  255  ] 


[■90.]  THE  LAWSON  HISTORY 

Sir  Thomas  Liptoii  in  an  interview  said  :  "I  feel  that  a  post- 
ponement of  a  week  shows  proper  respect  for  the  memory  of  the 
president." 

A  few  days  before  the  races  the  coat  of  green  paint  on  Sham- 
rock's topsides  was  removed,  except  a  narrow  ribband  at  the 
sheer-strake,  it  being  thought  she  would  sail  better  without  it. 
This  incident  illustrates  the  extreme  view  taken  of  the  value  of 
reducing  friction.  The  entire  hull  of  the  boat  was  burnished  like 
a  metal  mirror,  the  bronze  taking  a  dull  lustre  of  a  yellowish- 
green  tint. 

Equal  care  was  taken  in  polishing  the  bottom  plates  of  Colum- 
bia, but  her  topsides  were  again  coated  with  pure  white  paint. 

On  September  24th  the  rival  boats  lay  side  by  side  at  Erie  Basin, 
and  Mr.   John  Hyslop  measured  them,  with  the  following  results  : 

Columbia  Shamrock 

Length  on  load  water-line 89.77  ft.  ^9-^5  ft- 

Length  from  after  end  of  the  main-boom  to  end  of  point  of 

measurement,  or  end  of  bowsprit  where  jib-topsail  halyard 

block  is  fastened 182.87  184.03 

From  fore  side  of  mast  to  end  of  bowsprit  as  above     .      .      .  73-86  78.28 

Length  of  spinnaker-boom 73-30  78.28 

Length  of  main  gaff 64.94  66.17 

Length  of  topmast  (for  measurement) 64.64  68.18 

Minus -/j 51.71  54.54 

Upper  side  of  main-boom  to  topsail-halyard  block       .      .      .  134.74  .43-39 

Square  root  of  sail  area 114.94  118.33 

Sailing  length  as  per  rule 102.35  .03-79 

No  one  unfamiliar  with  methods  of  measuring  yachts  will  care 
for  more  than  an  outline,  given  elsewhere,  of  the  system  by  which 
the  New  York  Yacht  Club  figures  time  allowances.  The  results 
showed  that  Shamrock's  allowance  to  Columbia  would  be  forty- 
three  seconds  in  thirty  miles,  which  was  much  less  than  was  ex- 
pected by  every  one  except  perhaps  Mr.  Watson.  Under  the 
rule  excess  of  sail  area,  as  measured,  beyond  certain  limits  is 
taxed  for  time  allowance.  It  was  found  that  i)y  the  rule  Sham- 
rock's sail  area  was  14,027  square  feet,  and  Columbia's  13,211 
square  feet,  which  made  an  excess  of  816  square  feet  for  \\hich 
shamrock  was  taxed. 

After  being  floated  from  Erie  Basin  in  the  forenoon  of  Sep- 
tember 25th  the  competing  yachts  were  towed  to  an  anchorage 
inside  Sandy  Hook.  Each  was  ready  for  the  struggle,  nothing 
being  left  undone  that  could  give  either  the  slightest  possible 
advantage.  Each  crew  professed  confidence  in  the  result,  although 
Columbia's  people,  with  a  well-tried  boat  under  them,  knew 
better  what  to  expect  of  their  craft  than  the  challengers  did  of 
Shamrock,  which  was  untried  in  actual  racing. 

The  racers  and  their  attendant  vessels  made  a  considerable 
fleet  inside  the  Hook,  and  there  was  great  activity  on  board  them 
in  preparation  for  getting  under  way  for  the  first  race. 

[  256  ] 


\ 


70mnt.rt    90'  >.'    •jt.m/nTitt 


of  THE  AMERICA'S  CVP  [-9°.] 

Before  the  vessels  were  started  from  their  moorings  Mr.  W. 
Butler  Duncan,  Jr.,  went  on  board  Shamrock  as  representative  of 
the  New  York  Yacht  Club,  and  Mr.  Robert  C.  Ure  boarded 
Columbia  as  representative  of  the  Royal  Ulster  Yacht  Club.  In 
passing  it  may  be  mentioned  that  Mr.  Ure's  place  on  Columbia 
was  taken  for  subsequent  races  by  Mr.  H.  M.  McGildounv, 
the  latter  being  a  more  active  member  of  the  Royal  Ulster  Yacht 
Club  than  the   former. 

The  day  of  the  first  race,  September  26th,  dawned  fine  and 
warm,  with  a  free  air  moving  oft"  Sandy  Hook,  the  weather  conditions 
being  at  their  best  for  late  September  in  the  latitude  of  New  York. 
A  sepia  mist  lay  over  the  city  and  New  Jersey  hills.  Seaward  a 
few  fleecy  clouds  drifted  out  of  the  horizon  and  sailed  southwest- 
ward  as  the  morning  grew  older. 

When  the  yachts  came  out  past  the  Hook  in  tow  about  9.30 
a  breeze  of  twelve-knots'  strength,  from  E.  by  N.,  picked  up  a 
sparkling  chop  on  the  long  ocean  swell  heaving  landward.  A  little 
later  the  wind  dropped,  and  by  10.30  when  the  code  signal  giving 
the  course  was  hoisted  on  the  committee  tug  Navigator,  it  was 
scarcely  ten-knots'  strength. 

The  course,  E.  by  N.  fifteen  miles,  was  logged  by  a  tug,  and 
a  guide-tug  was  ready  to  steam  over  it  in  a  straight  line  to 
show  the  racers  the  way.  A  patrol  of  government  vessels  simi- 
lar to  that  of  1899  was  early  on  the  ground  to  assure  a  clear 
course.  It  consisted  of  six  revenue  cutters,  and  several  smaller 
craft,  assisted  by  a  number  of  steam-yachts,  large  and  small. 
No  torpedo  boats  were  employed,  as  in  1899.  Capt.  Thomas 
D.  Walker,  on  the  revenue  cutter  Gresham,  was  in  command  of 
the  patrol  fleet. 

When  the  yachts  cast  off"  their  towlines,  and  began  to  sail 
slowly  about  in  the  vicinity  of  Sandy  Hook  light-vessel,  waiting 
the  preparatory  signal,  they  were  observed  \\  ith  deep  interest  by 
the  large  number  of  persons  on  the  attendant  excursion  fleet, 
and  comparisons  were  made  by  no  means  derogatory  to  the 
challenging  boat.  To  the  layman's  eye  Shamrock  II.  seemed 
larger  and  more  powerful  than  Columbia.  Her  sails  were  loftier, 
and  her  hull  longer  and  lower,  with  an  appearance  to  leanness 
that  seemed  to  indicate  superior  power  and  speed.  The  set  of 
her  sails  was  perfect,  and  being  a  fresh  bufl'  tint,  they  made  ^yith 
the  dull  yellowish-green  of  her  hull  a  study  in  brown  and  olive, 
which  contrasted  strongly  with  Columbia's  snow-white  hull  and 
no  less  purely  white  canvas.  Critics  averred  that  Shamrock's 
sails  were  too  flat  and  firm  to  wrest  speed  from  American  breezes, 
but  casual  observers  declared  them  perfect.  Columbia  wore  her 
1899  mainsail  and  new  headsails.  Each  boat  had  her  largest  club- 
topsail  aloft. 

•7  [  257  ] 


[■90.]  THE  LAWSON  HISTORY 

From  the  moment  of  their  casting  ofl'  towlines  it  was  to  be 
seen  the  vessels  were  more  evenly  matched  than  any  other  con- 
testants for  the  cup,  and  that  the  struggle  between  them  would 
be  sharp  and  close.  It  began  at  10.55,  with  the  preparatory 
gun.  The  boats  were  then  to  southward  of  the  line.  With  the 
gun  they  stood  toward  the  line  on  the  starboard  tack,  Columbia 
having  the  weather  berth.  For  the  next  fifteen  minutes  their 
manoeuvres  were  watched  with  breathless  interest  from  the  fleet. 

Cleverer  handling  of  ninety-footers  had  never  been  seen  off 
Sandy  Hook.  Capt.  Barr  had  an  opponent  worthy  of  his  steel, 
and  not  afraid  of  him.  The  result  was  hair-lifting  to  novices. 
The  yachts  kept  such  close  company  that  it  seemed  momentarily 
as  if  their  spars  or  hulls  must  touch.  They  first  came  toward 
the  line  as  noted,  and  crossed  it.  Shamrock  luffing  frequently, 
and  Columbia  luffing  w  ith  her.  North  of  the  line  Shamrock  wore 
ship.  Columbia  jibed  with  her,  and  maintained  the  weather 
berth.  They  then  stood  back  across  the  line  on  the  port  tack,  so 
close  together  that  a  clash  seemed  unavoidable.  Some  distance 
from  the  line  Columbia  hauled  and  tacked  to  starboard.  Shamrock 
tacking  also,  with  Columbia  still  on  her  quarter.  Shamrock 
luffed,  and  so  did  Columbia,  w  ith  the  result  that  the  latter  crossed 
the  line  ahead  of  the  starting  gun,  now  nearly  due. 

Warned  from  the  committee  boat,  the  yachts  fell  off  to  leeward 
of  the  line,  and  stood  along  it  until  the  gun  was  fired.  Then  they 
luffed  to  cross,  and  both  went  over  the  line,  Columbia  being  timed 
as  twelve  seconds  in  the  lead. 

Unfortunately  there  was  raised  a  question  as  to  w^hether  or 
not  this  gain  was  legitimate.  The  men  in  charge  of  Shamrock, 
according  to  press  reports,  subsequently  stated  that  had  they  held 
to  their  rights  and  not  given  way,  Capt.  Barr  could  not  have 
avoided  fouling  them  at  the  start.  The  question  was  the  one 
which  had  so  often  risen  earlier  in  the  season  in  starts  between 
Columbia  and  other  vessels,  as  to  whether  the  leeward  yacht  kept 
off  voluntarily,  or  was  forced  to  keep  oft"  to  avoid  a  foul  with  the 
boat  to  windward.  The  captain  of  Shamrock  stated  he  saw  Co- 
lumbia keep  oft',  and  he  also  kept  oft"  to  escape  collision,  wishing  to 
avoid  the  unpleasantness  of  a  foul  at  the  beginning  of  the  series. 
Capt.  Barr  might  have  lufted  on  finding  himself  across  ahead  of 
the  gun,  and  wore  ship  to  get  back  of  the  line,  but  it  is  probable 
that  in  luffing  he  w  ould  have  fouled  Shamrock  in  the  same  manner 
he  fouled  Independence  oft'  Newport  ;  and  as  Capt.  Sycamore  gave 
way,  it  appears  that  Capt.  Barr  found  it  easier  to  keep  oft',  and  at 
the  same  time  hold  his  advantage. 

Once  over,  Columbia,  which  was  going  the  faster,  luffed 
sharply  and  threw  a  back  draft  into  Shamrock's  sails,  deadening 
the  challenger's  speed  some\\  hat.     Shamrock  tacked  to  port  under 

L  258  J 


<9/THE  AMERICA'S  CVP 


[■9°il 


the  defender's  stern,  and  thns  the  race  began.  Columbia  at  once 
went  after  her  rival,  which  seemed  to  start  off  at  a  much  faster 
pace,  raising  fears  in  the  hearts  of  some  of  the  patriots  that  Co- 
lumbia could  not  hold  her. 

After  the  first  five  minutes  of  sailing  the  challenger  seemed 
to  go  slower,  and  Columbia,  favored  by  a  puff,  worked  out  on 
her  weather.  The  wind  was  now  not  more  than  seven  knots 
and  falling,  with  streaks  of  strength  that  favored  first  one  vessel, 
then  the  other.  Columbia  made  easier  progress  on  the 
long  swell.  She  also  seemed  to  pinch  higher  into  the  wind 
in  the  puffs,  and  to  get  more  benefit  from  them  than  her  rival, 
through  careful  trimming  of  her  sails  and  more  responsive 
steering.  Shamrock's  sails  seemed  to  be  trimmed  down  too  flat, 
and  she  was  sent  straight  ahead,  while  her  opponent  headed 
up   strongly   in  all   puffs. 

At  11.41.35  the  vessels  approached  one  another  on  opposite 
tacks,  and  Columbia,  on  the  port  tack,  crossed  Shamrock's  bow, 
about  one  hundred  and  fifty  yards  ahead.  Aiiout  an  hour  later, 
Shamrock,  by  a  bit  of  good  fortune,  was  enabled  to  turn  the  tables. 
The  course  of  the  yachts  lay  towards  the  Long  Island  shore,  down 
which  the  turn  was  marked.  At  12.45.30  Columbia  tacked  off- 
shore to  port,  and  Shamrock  started  to  follow,  but  failed  to  come 
about  in  the  very  light  wind.  She  therefore  fell  off  again  on  the 
same  inshore  tack,  where  in  a  short  time  she  caught  a  consider- 
able air.  At  the  same  time  Columbia  was  in  a  "  soft  spot"  sea- 
ward. The  outcome  was  a  gain  for  Shamrock  which  enabled  her, 
when  the  boats  next  came  into  company,  to  cross  Columbia's  bow 
and  tack  on  her  weather. 

The  advantage  thus  gained  was  not  held,  for  the  breeze 
strengthening  after  one  o'clock,  Columbia  pulled  through  Sham- 
rock's lee,  and  by  luffing  tried  to  move  out  to  windward  of  her. 
A  number  of  short  tacks  followed,  resulting  in  the  American  boat 
obtaining  the  weather  berth,  which  she  easily  held.  The  outer 
mark  was  rounded  with  Columbia  7  m.  15s.  ahead  of  Shamrock. 
The  wind  hauled  to  the  south  after  the  mark  was  turned,  and  fell 
lighter  and  lighter.  At  4.40  the  race  \^■as  declared  off,  the  time 
limit  having  expired.  Columbia  was  then  eight  miles  from  the 
finish,  and  perhaps  a  mile  ahead.      The  summary  : 


Columbia II. 10.49  3-°5-3» 

Shamrock   U II. II. 01  312-47 

The  day's  sailing  dampened  the  ardor  of  Shamrock's  backers, 
and  reassured  Columbia's  friends.  The  challenger  appeared  slower 
in  stays  and  not  so  lively  in  light  winds  as  the  defender  ;  and 
though   splendidly  sailed,  there  was  a  shade  of  inferiority  in  her 

[  259  ] 


[■90.]  THE  LAWSON  HISTORY 

handling  that  told  against  her.  That  night  Sir  Thomas  Lipton 
told  the  press  representatives  that  with  a  breeze  of  from  ten  to 
twelve  knots  Shamrock  would  do  much  better. 

When  the  boats  next  met,  September  28th,  the  challenger 
gave  a  far  better  account  of  herself  in  a  breeze  nine  knots  at  the 
.start  of  the  race  to  about  three  knots  at  the  finish.  The  course 
was  again  fifteen  miles  to  windward  and  return,  and  was 
laid  E.  by  S. 

The  weather  was  clear  after  a  foggy  morning,  when  the  yachts 
came  out  in  tow  from  the  Horseshoe,  inside  Sand}'  Hook,  about 
10  o'clock,  sending  up  their  sails  as  they  proceeded  to  the  scene 
of  the  start.  At  10.30  both  were  under  sail,  making  leisurely 
movements  around  the  light-vessel  and  committee  boat.  The  sea 
was  smoother  than  on  September  26th,  but  there  was  still  a  long 
swell  on. 

With  the  preliminary  signal  at  10.45  the  movements  of  the 
yachts  became  more  decided.  Sails  were  carefully  trimmed, 
their  sailing-masters  and  crews  became  more  alert,  and  an  atmos- 
phere of  expectancy  and  excitement  in  the  fleet  heralded  the 
approach  of  a   stirring  battle. 

The  manoeuvring  for  the  start  which  then  began  was  even 
cleverer  than  when  the  boats  first  met.  The  great  racing 
machines  were  tacked,  jibed  and  put  about  as  easily  as  small 
raters,  approaching  each  other  within  biscuit-toss,  sometimes 
w  earing  ship  in  a  complete  circle  in  a  diameter  that  seemed  not 
greater  than  twice  their  own  length,  and  moving  all  the  time  with 
the  greatest  ease  and  grace,  under  conditions  of  sea  and  wind 
that  aftbrded  an  ideal  setting  for  such  a  picture  of  modern  racing 
of  giant  toys  on  summer  seas. 

The  honors  of  the  start  lay  this  time  with  the  English  skipper, 
who  so  far  out-generalled  C'apt.  Barr  as  to  put  the  challenger  in 
the  windward  berth,  and  to  cross  the  line  two  seconds  in  the  lead. 
The  evolutions  of  the  start  were  more  intricate  than  were  ever 
before  witnessed  oft'  the  Hook.  The  old  days  of  schooner  racing, 
with  start  from  anchor,  seemed  very  far  oft"  indeed  in  view  of  the 
elaborate  movements  of  these  great  birds  of  the  sea  in  1901.  So 
great  was  the  value  set  on  the  weather-gauge  that  it  was  believed 
victory  might  depend  on  it,  and  the  lead  at  the  line  carried  as 
great  moral  prestige  as  a  lead  at  the  outer  mark. 

After  ten  minutes'  smart  sailing  the  vessels  stood  along  the  line 
on  the  port  tack,  headed  south.  Shamrock  being  to  A\ind\\ard. 
Some  distance  south  of  the  committee  tug,  which  formed  the 
southerly  end  of  the  line,  they  tacked  to  starboard,  and  headed 
back  for  the  line,  with  the  committee  boat  showing  o\er  their 
starboard  bows.  Columbia  was  then  to  windward,  but  Shamrock 
was  held  close  for  the  stern  of  the  tug,  and  Capt.  Barr  was  forced 

[260] 


^THE  AMERICA'S  CVP  [.90.] 

to  go  around  the  tug  to  windward  or  take  chances  of  collision  if 
he  tried  to  squeeze  his  boat  between  Shamrock  and  the  tug's 
stern.  He  chose  the  safer  course,  and  went  around  the  tug. 
Shamrock  passed  under  the  tug's  stern,  and  the  boats  again  came 
into  company  at  the  line.  Columbia  was  going  the  faster,  and 
coming  down  across  the  line  she  passed  ahead  of  Shamrock.  This 
gave  Capt.  Sycamore  the  chance  he  had  planned  for,  and  hauling 
his  boat  sharp  on  the  wind,  he  came  out  on  Columbia's  weather 
quarter  with  the  gun,  and  won  the  honors  of  the  closest  start  ever 
made  in  a  cup  race,  crossing  two  seconds  ahead  of  the  home  boat, 
at  11.00.14. 

That  this  weaUier  gauge  was  of  the  first  importance  the  wind- 
ward work  in  the  race  showed,  for  the  challenger  held  Columbia 
under  her  lee  all  the  way  to  the  outer  mark.  On  crossing  the 
line  Columbia  succeeded  in  giving  Shamrock  a  slight  back-draft 
from  her  sails,  by  luffing  out,  but  one  minute  after  crossing  Sham- 
rock tacked  to  port.  Columbia  soon  followed,  but  failed  to  get  out 
to  windward  of  the  challenger,  as  she  had  on  the  occasion  of  their 
first  meetmg.  Capt.  Barr  tried  all  his  cleverest  tricks  of  pull- 
ing his  boat  away  and  luffing  her  up,  steering  with  a  sensitive 
touch,  while  Capt.  Sycamore  sailed  the  challenger  in  his  usual 
undeviating  fashion.  The  wind  was  about  nine  knots  and  steady, 
and  the  sea  long  and  easy.  Shamrock  carried  her  crew  to  lee- 
ward, to  increase  her  list,  but  Columbia's  lay  along  the  weather 
rail.  Columbia  tacked  oftener  than  the  challenger,  which,  after 
going  about  at  11.15  was  held  on  one  long  starboard  tack.  Twice 
in  the  next  three-quarters  hour  Columbia  approached  her  on  the 
port  tack  and  tried  to  cross  her  bows,  but  each  time  she  was 
forced  about  under  the  challenger's  lee. 

At  12.30  the  yachts  again  came  into  close  company,  Columbia 
squarely  in  Shamrock's  lee.  The  challenger  was  going  the  faster, 
and  as  she  crept  along  Columbia's  weather  a  shadow  cast  by  her 
towering  topsail  fell  on  the  edge  of  Columbia's  snow-white  main- 
sail, growing  larger  and  larger,  until  it  covered  half  the  sail. 
Capt.  Barr  seemed  not  to  fancy  the  silent  visitor  so  like  a  cloud 
on  the  fair  fabric  of  his  hopes,  and  he  gave  his  vessel  a 
rap-full,  w  hich  sent  her  ahead  until  the  shadow  slipped  off  the 
mainsail' s  edge. 

The  yachts  came  about  for  their  lay  to  the  mark  at  12.54, 
Columbia  still  close  under  the  challenger's  lee.  Capt.  Sycamore 
sailed  his  vessel  high  in  the  wind,  pinching  her  hard  at  times, 
and  Columbia  had  no  choice  but  to  keep  along  as  best  she 
might.  The  vessels  rounded  the  mark  but  a  dozen  lengths 
apart.  Shamrock  being  timed  at  1.25.12,  and  Columbia  at 
1.25.53.  Shamrock's  elapsed  time  for  the  beat  out  was  2  h. 
24  m.  58  s.,  and  Columbia's,   2  h.   25  m.   37  s. 

[261] 


['9°.]  THE  LAWSON  HISTORY 

Columbia  made  twelve  tacks  to  Shamrock's  six,  Shamrock 
improving  her  advantage  at  the  start  by  a  gain  of  thirty-nine 
seconds. 

Watson  had  accomplished,  under  perfectly  fair  conditions, 
what  he  accomplished  with  Valkyrie  II.  against  Vigilant  when 
conditions  favored  the  challenger, — that  is,  he  had  beaten  an 
American  boat  in  working  to  windward.  As  in  the  case  of 
Valkyrie  II.,  however,  the  challenger  was  destined  to  lose  on 
the  run  home. 

After  rounding  the  mark  Capt.  Barr  by  a  strategical  move- 
ment gained  a  number  of  the  seconds  he  had  lost  in  the  w  indward 
work.  With  boom  to  port,  Shamrock  luffed  by  the  wind  and  to 
windward  of  her  course  on  rounding,  dropping  her  spinnaker 
pole  to  starboard.  Columbia  was  no  sooner  around  than  she  also 
was  luffed,  to  break  if  possible  the  leader's  wind.  Capt.  Syca- 
more met  the  move  by  continuing  his  luff".  Columbia's  crew  next 
broke  out  a  few  stops  of  her  spinnaker,  as  if  she  were  about  to 
be  squared  away  on  her  course.  On  Shamrock  the  action  was 
observed,  but  the  challenger's  spinnaker  v\as  not  broken  out. 
The  movement  on  Columbia  was  for  the  purpose  of  decoying  the 
challenger  into  breaking  out  her  spinnaker,  which  would  ha^e 
enabled  Columbia  to  luft"  out  farther,  and  secure  a  position  from 
which  Shamrock  could  be  blanketed.  Capt.  Sycamore  did  not 
fall  into  the  trap.  Cohmibia  thereupon  squared  away,  and  broke 
out  her  spinnaker,  with  Shamrock  immediately  following  suit. 
As  a  result  of  this  bit  of  fencing,  how  ever,  Columbia  could  lay 
the  shorter  course  home  by  some  boat-lengths,  and  in  this  race 
every  boat-length  counted. 

Half  an  hour  after  rounding  the  mark  the  boats  were  on  even 
terms,  and  Columbia  was  slowly  drawing  ahead.  The  wind  was 
now  rapidly  losing  its  force,  and  was  scarcely  five  knots.  Co- 
lumbia's gain  was  not  pronounced,  and  did  not  seem  due  to  any 
superiority  of  handling,  or  fa^'oring  draft  of  wind.  Her  body 
seemed  to  slip  more  easily  through  the  long  swells  that  rocked  the 
boats  and  caused  the  ends  of  their  main-boom  to  dip  occasionally, 
and,  in  spite  of  her  smaller  sail-plan  she  took  and  held  the  lead 
with  ease,  showing  that  her  lines  were  better  than  the  challenger's 
for  such  work. 

Before  half  the  homeward  run  was  made  it  appeared  the  race 
was  lost  to  Shamrock,  for  with  the  best  of  fortune  she  could  hardly 
save  her  allowance  of  fortv-three  seconds,  even  though  she  reached 
the  home  line  first.  Near  the  finish  a  gentle  wind  coming  up 
astern  helped  her  on  some,  but  it  was  soon  gone  ;  and  at  the  line 
Columbia  was  a  good  ten  lengths  ahead,  her  gain  in  the  elapsed 
time  for  the  run  being  1  m.  16  s.,  and  for  the  race  37  s.,  to  which 
was  added  her  allowance  of  43  s.,  giving  her  victory  by  1  m.  20  s. 

[  262  ] 


of  THE  AMERICA'S  CVP  [■9°.] 

corrected  time.  Columbia's  elapsed  time  for  the  run  home  was 
2  h.  5  m.  30  s.,  and  Shamrock's  was  2  h.  6  m.  46  s.  The 
summary  : 

Elapsed  Corrected 

Start  Outer  Mark  Finish  Time  Time 

H.    M.    S.  H.    M.    S.  H.    M.    S.  H.    M.    S.  H.    M.    S. 

Columbia ii. 00.16  1.25.53  3'3''^3  4'3i-07  4-30-^4 

Shamrock 11. 00. 14  1.25.12  3.31.58  4.31.44  4.31.44 

Sir  Thomas,  and  Shamrock's  friends  generally,  were  by  no 
means  satisfied  that  Shamrock  was  beaten  by  a  better  boat.  Capt. 
Sycamore  believed  that  had  the  breeze  held  he  would  have  won, 
and  all  the  challenger's  party  said  with  a  breeze  of  from  ten  to 
twelve  knots  Shamrock  II.  would  show  a  pace  too  swift  for  Co- 
lumbia to  exceed. 

The  next  meeting  of  the  yachts,  on  Tuesday,  October  1st, 
was  fruitless,  there  not  being  enough  wind  in  which  to  finish  the 
race.  The  course  was  triangular,  thirty  miles,  and  was  laid  E., 
S.  S.W.  1/2  W.,  and  W.  N.W.  V2  W.  The  wind  at  the  start  was 
about  four  knots,  the  sea  smooth,  and  the  weather  warm  and 
sunny.  The  manoeuvring  for  the  start  was  sharper  even  than  on 
September  28th,  both  boats  being  jibed  half  a  dozen  times  as  they 
sailed  distorted  circles  in  close  compan_y  about  the  line,  each  en- 
deavoring to  obtain  a  position  that  w  ould  command  the  weather 
gauge  at  gun-fire. 

Such  consummate  skill  in  handling  yachts  made  the  start  most 
exciting,  even  in  the  light  breeze,  and  all  eyes  in  the  fleet  were  on 
the  vessels  when  they  came  to  the  line  on  the  starboard  tack  a  few 
seconds  ahead  of  the  gun.  Shamrock  then  had  the  better  posi- 
tion, ahead  and  on  Columbia's  weather-bow  ;  but  she  reached  the 
line  ahead  of  the  gun  and  was  recalled,  keeping  off  and  crossing 
farther  along  tlie  line.  This  gave  Columbia  a  chance  to  luff  and 
go  over  in  the  windward  berth  almost  with  the  gun.  Capt.  Syca- 
more might  have  bettered  his  start  after  the  recall  by  jibing  and 
taking  a  fresh  start  at  the  windward  end  of  the  line,  within  the 
two  minutes  allowed  for  a  second  start  under  the  club  rules,  but 
he  did  not  profit  by  the  rule,  doubtless  because  it  is  not  used  in 
England,  and  possibly  also  because  Sir  Thomas  had  unsuccess- 
fully urged  that  it  be  set  aside  in  the  races. 

After  the  start  Columbia  was  pinched  hard,  but  Shamrock  was 
given  a  good  full,  and  sailed  well.  As  the  wind  was  fluky,  and 
seemed  inclined  to  haul  southerly,  the  yachts  worked  out  so  far 
to  southward  of  their  course  as  to  nearly  cross  the  course  for 
the  home  leg.  They  then  made  a  reach  for  the  first  mark,  as  the 
wind  had  hauled  to  east  of  south.  Shamrock  was  favored  by  the 
change  of  wind,  and  was  well  sailed.  She  carried  a  lighter  main- 
sail than  formerly,  and  this  helped  her.  Columbia  was  cleverly 
sailed,  but  lost  some  time  by  tacking  unnecessarily  across   Sham- 

[  263  J 


ist  Mark 

Elapsed  Time 

H.    M.   s. 

H.    M.    s. 

2.41.36 

3.41. 14 

2.44.44. 

3-44-34 

[■9°.]  THE  LAWSON  HISTORY 

rock's  wake  when  reaching  for  the  mark.  Shamrock  rounded  the 
mark  with  a  lead  of  3  m.  20  s.,  having  been  3  h.  41  m.  14  s. 
making  ten  miles. 

In  the  middle  of  the  second  leg  the  race  was  called  off,  at  3.38, 
with  Shamrock  about  half  a  mile  in  the  lead  and  both  vessels 
nearly  becalmed.     The  summary  : 

Start 
H.    M.    S. 

Shamrock 1 1.00.22 

Columbia 1 1. 00. 10 

With  the  purpose  of  expediting  the  series  Sir  Thomas  Lipton 
next  day  proposed  that  races  be  sailed  every  day,  after  the  next 
meeting  of  the  yachts,  until  the  series  \\a.s  concluded.  An  agree- 
ment to  this  effect  between  the  New  York  Yacht  Club  and  Royal 
Ulster  Yacht  Club  committee  w  as  signed  Wednesday,  October  2d, 
with  the  provision  that  should  either  contestant  at  the  end  of  a 
race  desire  not  to  sail  on  the  following  day,  one  day  should  inter- 
vene before  starting  the  next  race. 

Favored  by  ^olus  and  Neptune,  the  yachts  had,  for  their 
second  race,  on  Oct.  3d,  conditions  as  nearly  perfect  as  could  be 
hoped  for.  A  stiff  nor'wester,  the  liveliest,  clearest  and  strongest 
of  Atlantic  coast  winds,  came  up  early  in  the  morning,  blowing 
away  the  haze,  and  smoothing  the  sea  until  not  a  vestige  of  the 
old  easterly  swell  remained.  The  wind  at  10  o'clock  was  N.N.  W., 
about  ten  knots  and  freshening.  There  Avas  a  seasonable  crisp- 
ness  in  the  air,  and  the  sun  sparkled  with  exhilarating  brilliancy 
on  the  dancing  small  chop  which  threw  up  fleeting  whitecaps  on 
the  dark  blue  bosom  of  old  ocean.  The  conditions  were  exactly 
those  the  challengers  had  pra3-ed  for  as  best  suited  to  their  boat ; 
and  on  the  result  of  the  race  hung  the  fate  of  Sir  Thomas  Lipton's 
second  effort  to  win  the  cup.  Were  Sliamrock  to  lose  under  such 
conditions,  the  series  was  lost  ;  if  she  won,  there  was  a  good 
chance  still  of  winning  the  series. 

The  racers  were  early  at  the  scene  of  the  start,  coming  out 
from  the  Hook  in  tow  before  10  o'clock,  and  making  sail  while 
still  holding  their  towlines,  to  windw  ard  of  the  light-vessel.  The 
excursion  fleet  was  smaller  than  on  earlier  race  days,  and  later  in 
arriving,  the  yachts  being  under  sail  and  mo\  ing  smartly  around 
the  light-vessel  when  the  leaders  of  the  excursion  column  bore 
down  the  wind  past  the  Hook,  with  long  scarfs  of  steam  streaming 
ahead  from  their  stacks. 

Signal  flags  were  set  on  the  committee  tug  at  10.30  for  the 
triangular  course,  laid  E.  ^4  south,  S.W.  }4  S.,  and  N.N.W., 
giving  a  reach  on  the  first  leg  with  wind  abaft  the  port  beam,  a 
reach  on  the  second  leg  \\  ith  the  wind  abaft  the  starboard  beam, 
and  a  beat  home  dead  to  \\  indward. 

[264] 


of  THE  AMERICA'S  CVP  ['90.] 

When  the  preparatory  gun  was  sounded  at  10.45  and  the 
preliminary  skirmish  for  the  start  began,  the  wind  was  nearly 
twelve  knots,  and  rapidly  increasing  in  strength.  The  yachts 
moved  very  rapidly,  and  sailed  with  rails  awash,  but  their  skippers 
handled  them  with  as  much  freedom  and  cleverness  as  in  the 
earlier  light-weather  starts. 

A  series  of  mancKUvres  beginning  ten  minutes  before  the  start 
resulted  in  a  victory  for  the  British  skipper,  who  out-generalled 
Capt.  Barr  handily,  while  apparently  giving  him  his  own  way. 
These  began  with  Shamrock  to  the  east  and  Columbia  to  the  west 
of  the  line,  which  was  laid  north  and  south,  approaching  at  an 
acute  angle  on  opposite  tacks,  with  sheets  aft,  and  wind  almost 
astern.  They  met  at  the  line,  and  bore  southward  together, 
Columbia  on  Shamrock's  starboard  side.  At  10.53  Shamrock 
jibed  to  the  port  tack.  Columbia  immediately  hauled  across  her 
wake,  and  took  a  position  on  her  weather. 

Both  stood  east  to  leeward  of  the  light-vessel,  which  marked 
the  south  end  of  the  line,  and  hauled  close  on  the  wind,  going 
N.E.,  on  the  port  tack.  When  about  opposite  the  north  end  of 
the  line  Shamrock  was  kept  off,  with  the  wind  aft.  Columbia 
followed.  In  less  than  a  minute  Shamrock  was  headed  up  again, 
and  went  on  the  starboard  tack,  and  Columbia  with  her,  under 
her  lee  bow.  The  yachts  had  formed  a  wake  like  a  letter  S,  and 
were  now  close-hauled,  heading  north  of  the  committee  boat,  at 
the  weather  end  of  the  line,  under  good  way,  with  Columbia  going 
so  fast  that  she  was  a  length  ahead  when  the  yachts  passed  to 
windward  of  the  committee  boat. 

Here  Capt.  Sycamore  eased  his  vessel  off  quickly,  and  slipped 
in  to  leeward  of  Columbia,  and  between  her  and  the  tug.  Keep- 
ing off  until  the  wind  was  almost  aft,  and  with  flat  sheets,  though 
on  the  starboard  tack  still,  the  yachts  stood  down  the  wind 
in  front  of  the  line  and  parallel  with  it,  ready  to  jibe  at  the 
gun.  Columbia  was  to  windward,  but  could  not  consistently  jibe 
first,  as  Shamrock,  with  the  right  of  way,  could  either  have  kept 
her  away  from  the  line  by  holding  her  starboard  tack,  or  could 
have  jibed  on  her  weather.  Columbia  therefore  held  her  star- 
board tack,  and  hauled  away  from  the  line,  while  Shamrock 
jibed  quickly  to  the  port  tack  and  was  over  thirteen  seconds 
after  the  gun. 

Capt.  Sycamore  had  a  clear  start,  but  Capt.  Barr  availed  him- 
self of  the  rule  which  acts  as  an  aid  to  out-generalled  skippers,  and 
standing  away  from  the  line  tacked,  and  crossed  well  up  to  the 
windward  end,  three  seconds  ahead  of  the  handicap  gun.  In  a 
one-gun  start  the  benefit  of  Shamrock's  handling  would  have 
accrued  to  her.  Under  the  handicap  rule,  Columbia  lost  nothing, 
her  elapsed  time  being  figured  from  her  actual  start,  while  she 

[  265  ] 


[-9°-]  THE  LAWSON  HISTORY 

had  the  advantage  of  starting  to  windward  of  the  leading  boat's 
course,  with  a  chance  of  blanketing  and  passing  her. 

The  start  is  described  in  detail  here  to  illustrate  the  workings 
of  a  rule  to  which  all  challengers  since  1885  have  objected,  either 
formally  or  otherwise.  By  such  a  rule  the  skipper  starting  last,  un- 
der such  conditions  as  the  above,  often  has  the  better  of  the  start. 

Columbia  in  this  instance  had  all  points  in  her  favor  for  her 
stern-chase  after  Shamrock.  Without  any  handicap  for  starting 
last  she  went  off  on  equal  terms,  as  to  timing,  with  her  rival. 

Of  A\  ind  there  was  enough  and  to  spare  for  the  sail  carried  by 
the  yachts,  and  each  began  the  reach  for  the  first  mark  \\ith  lee  rail 
awash  and  every  stitch  of  canvas  pulling  its  utmost.  Shamrock's 
lead  was  not  reduced  appreciably  in  the  first  five  miles  of  the  leg. 
Both  smothered  along  in  a  welter  of  foam,  though  the  challenger 
stood  up  better  under  the  heavy  pufl's  that  came  off  the  Long  Island 
shore,  and  steered  the  straighter  course.  With  every  puff  Colum- 
bia worked  out  to  wmdward  of  her  course  in  spite  of  all  efforts  to 
hold  her  down  to  it,  but  her  speed  increased  under  this  hard  driv- 
ing, and  toward  the  end  of  the  leg  it  could  be  seen  she  was  gaining 
very  slowly  on  the  challenger. 

At  the  mark  the  boats  were  timed  as  follows  :  Shamrock 
11.51.10,  Columbia  11.52.22. 

Shamrock's  elapsed  time  for  die  ten  miles  was  50  m.  57  s., 
and  Columbia's  50  m.  35  s.,  which  showed  a  gain  of  twenty-two 
seconds.  To  critics  accustomed  to  analyzing  the  performance  of 
the  boats,  this  indicated  victory  for  Columbia,  barring  accidents, 
as  reaching  in  a  good  breeze  and  smooth  sea  was  counted  Sham- 
rock's strongest  point  of  sailing.  The  test  of  this  ten  miles  there- 
fore was  conclusive  to  yachtsmen,  and  -when  the  boats  turned  the 
mark  for  their  second  leg  backers  of  Columbia  felt  assured  that 
not  only  the  race,  but  the  series,  was  Columbia's. 

The  yachts  jibed  close  around  the  mark,  and  started  off  for 
their  second  leg  with  the  wind  slightlj'  abaft  the  starboard  beam, 
and  a  shade  less  strong  than  on  the  first  leg,  though  with  occa- 
sional hard  streaks.  Columbia  continued  to  work  out  and  sail 
faster  in  the  puffs,  while  Shamrock  ploughed  along  steadily  on  her 
course,  and  seemed  less  lively  \\hen  knocked  do\\n,  her  bow 
appearing  to  bury  rather  than  work  out  under  pressure.  Her  jib- 
topsail  sheet  got  adrift,  or  was  eased,  in  one  puff,  but  was  soon 
belayed.  Jib-topsails  were  stowed  shortly  before  the  second  mark 
was  reached. 

Shamrock's  time  at  the  turn  was  12.45.57,  and  Columbia's 
12.46.39,  Shamrock's  elapsed  time  for  the  leg  being  54  m.  47  s., 
and  Columbia's  54  m.  17s.,  showing  a  gain  for  Columbia  on  the 
leg  of  thirty  seconds,  and  for  die  twenty  miles  of  sailing,  of  fifty- 
two  seconds. 

[  266  J 


/ 


s/../ 


•>  fv^    ■■'^ 


■■^'■■',1 


^THE  AMERICA'S  CVP  r^-] 

Hauling  at  the  mark,  Shamrock  took  the  starboard  tack,  toward 
the  Jersey  coast.  Cohimbia  tacked  short  around,  going  oH'  to  port. 
Shamrock  immediately  followed  to  port.  At  1.06  Columbia,  on 
the  starboard  tack,  crossed  Shamrock's  wake.  The  challenger  at 
once  came  about  on  Columbia's  Weather,  and  both  stood  shore- 
ward on  the  starboard  tack,  Columbia  pulling  rapidly  through 
Shamrock's  lee.  When  they  next  tacked  to  port,  at  1.20,  the 
question  of  supremacy  in  windward  work  was  settled,  for  Colum- 
bia was  now  well  out  on  Shamrock's  weather.  This  tack  lasted 
until  1.57,  when  both  came  about  for  the  light-vessel.  They  had 
stood  farther  to  windward  than  necessary,  and  the  last  tack  was 
made  with  started  sheets. 

The  pace  was  terrific  as  the  two  thus  came  home,  Columbia 
handsomely  leading  the  challenger,  their  wakes  streaming  far 
a-lee,  two  paths  of  dancing  white  on  the  deep  blue  of  the  sun- 
kissed  sea.  The  sight  made  men  forget  rivalries,  prejudice  and 
real  or  fancied  wrongs,  and  cheers  went  up  for  victor  and  van- 
quished that  were  paeans  of  pure  joy  in  the  privilege  of  paying 
tribute  to  a  thing  that  was  beautiful. 

Columbia  swept  past  the  old  yellow  light-vessel  in  a  splenrlid 
burst  of  speed.  Her  buff  decks  glistened  wet  with  foam  and 
spray,  her  lee  rail  was  under  pure  green  brine,  and  the  golden 
afternoon  sun  lighted  up  in  strong  relief  the  distended  surface  of 
her  pure  white  sails.  Along  her  weather  rail  her  crew,  in  white, 
lay  like  carven  images  as  she  neared  the  line,  springing  into  life 
as  one  man  when  her  wheel  was  thrown  over  for  a  luff  home,  and 
making  for  her  headsaiis  and  halyards.  A  thousand  yards  behind 
came  Shamrock,  her  ohve-green  hull  throwing  back  in  a  dull  gleam 
the  beams  of  the  sun,  the  foam,  by  contrast  with  it,  dazzling  white 
under  her  bows,  and  her  buff"  sails  as  hard  as  if  cut  from  amber. 

Columbia's  victory  was  decisive,  as  shown  by  this  summary: 


Surt 

H.    M.    5. 

IR  Mzrk 

H.    M.    S. 

KlMart 

H.    M.   S. 

Finiib 

H.    «.   ^. 

Time 

H.    M,    %. 

Cortecud 
Time 

H.    M.    5. 

COLDMBU      .        . 

Shamiocc     .      . 

.        .        II. 01.4.7 
.        .         II. 00.13 

11.52.12 
1  I.5I.IO 

12.46.39 

"•45-57 

3.15.05 
3.16.23 

3.I3.18 
3. 16.10 

3,12.35 
3. 16. 10 

Columbia  won  by  2  m.  52  s.  elapsed  time,  and  .3  m,  .35  s.  cor- 
rected time. 

The  race  was  sailed  by  Columbia  at  an  average  speed  per  mile 
of  6  m.  23.6  s.,  and  by  Shamrock  at  an  average  speed  per  mile  of 
6  m.  32.33  s.,  an  average  loss  of  8.73  seconds  per  mile.  G>lum- 
bia's  average  speed  per  mile  in  the  first  ten-mile  reach  was  5  m. 
3.5  s.,  and  .Shamrock's  5  m.  and  5.7  s.,  a  loss  of  2.2  seconds  per 
mile.  On  the  second  ten-mile  reach  Columbia's  average  speed 
«"as  5  m.  25.7  s.  a  mile,  and  Shamrock's  5  m.  28.7  s.,  a  loss  of 
3  seconds  a  mile.     On  the  ten-rmle  beat  to  windward  CcJumbia's 

[267] 


[,90,]  'pHE  LAWSON  HISTORY 

average  speed  was  8  m.  50.6  s.  per  mile,  and  Shamrock's  9  m. 
2.6  s.,  a  loss  of  12  seconds  a  mile. 

The  time  for  the  race  was  the  fastest  made  by  single-stick 
vessels  in  a  cup  match,  though  not  so  fast  by  some  minutes  as  the 
record  for  thirty  miles  in  a  cup  race  made  by  the  schooner  Colum- 
bia, when  sailing  against  the  Livonia,  October  18th,  1871,  (previ- 
ously noted  in  this  book  ;)  nor  was  it  as  fast  as  the  time  made  by 
Columbia  and  Independence  off  Newport,  August  3d,  1901. 

Sir  Thomas  Lipton  after  this  race  expressed  keen  disappoint- 
ment in  Shamrock,  telling  press  representatives  that  he  believed 
the  fault  lay  in  the  boat's  model  rather  than  in  sails  or  handling  ; 
that  in  his  opinion  Mr.  Watson  had  clone  his  best,  but  had  met  in 
Mr.  Herreshoft'a  stronger  designer  than  himself.  He  added  that 
his  racing  flag  would  remain  up  until  victory  crowned  his  efforts. 

The  London  press  as  a  unit  discussed  the  race  editorially, 
styling  it  a  "Homeric  contest,"  and  agreeing  that  Shamrock 
scored  "a  splendid  failure  "  because  "  she  was  not  good  enough." 

After  this  race  the  American  public  decided  that  only  one 
more  meeting  was  needed  to  decide  the  races.  This  meeting 
took  place  October  4th,  and  resulted  in  the  closest  race  of  the 
series  and  in  the  history  of  the  cup,  the  challenger  making  the 
better  showing  on  elapsed  time,  but  losing  on  allowance. 

The  northwester  of  the  day  before  had  not  blown  itself  out 
when  the  yachts  came  to  the  line  on  the  morning  of  the  4th,  and 
there  were  indications  that  it  would  hold  through  the  day.  The 
wind  at  10.45,  when  the  preparatory  gun  was  fired,  was  about 
nine  knots  from  N.  N.  W.  The  course  was  fifteen  miles  to  lee- 
ward and  return,  the  same  as  that  sailed  by  Columbia  and  Sham- 
rock I.  at  their  last  meeting,  October  20th,  1899. 

Manffiuvring  for  the  start  began  with  the  preparatory  gun  at 
10.45,  the  aim  of  each  skipper  being  to  force  his  rival  to  start  first, 
as  the  rear  boat  would  ha\e  a  possible  advantage  of  blanketing  her 
opponent  in  the  run  down  the  wind.  Each  captain  held  back 
until  after  the  two-minute  handicap  gun  was  fired,  thus  making  in 
effect  a  one-gun  start.  Coliniii)ia  was  forced  to  lead  the  way, 
which  she  did  twelve  seconds  after  the  handicap  gun.  Shamrock 
followed  her  seventeen  seconds  later.  Both  were  timed  as  having 
crossed  at  11.02. 

The  run  was  made  under  a  cloud  of  light  can\as,  w  ith  spinna- 
kers to  starboard,  and  enormous  balloon  jib-topsails  aloft  to  catch 
every  air  that  escaped  the  other  sails.  Each  boat  carried  her 
largest  club-topsail.  With  the  ad\antage  of  larger  sail-spread 
Shamrock  set  the  faster  pace  at  the  start,  running  better  than  in 
the  lighter  winds  of  September  28th,  and  soon  overhauling  Colum- 
bia, which  she  passed  at  11.20.  The  wind  increased  on  the  run, 
and  was  unsteady,  giving  Columbia  occasional  advantage  ;  but  she 

[  268  ] 


of  THE  AMERICA'S  CVP  [-90.] 

was  unable  to  hold  the  challenger,  which  gradually  increased  her 
lead  until  about  a  mile  from  the  mark,  where  she  took  in  her 
balloon  jib-topsail.  This  allowed  Columbia  to  reduce  the  gap 
between  them  considerably. 

While  Columbia's  spinnaker  was  being  taken  in  it  caught  in  a 
snaphook  on  her  jib-topsail  sheet,  and  a  hand  had  to  be  sent  down 
in  the  bight  of  a  halyard  to  clear  it.  This  accident  caused  a  delay 
in  getting  up  her  small  jib-topsail,  which  was  not  ready  when  the 
mark  was  reached. 

Shamrock  rounded  the  mark  with  a  gain  of  forty-nine  seconds 
from  the  start,  the  time  l)eing  :  Shamrock  12.48.46,  Columbia, 
12.49.35.  Shamrock's  official  time  for  the  run  was  1  h.  46  m. 
46  s.  ;  Columbia's,  1  h.  47  m.  35  s.  In  actual  sailing  time 
Shamrock's  gain  on  the  run  was   1   m.   6  s. 

Hauling  about  the  mark  Shamrock  went  on  the  starboard  tack, 
inshore,  finding  a  fostering  wind  oft'  the  land.  Columbia  on  round- 
ing made  a  short  port  tack,  then  went  after  the  challenger,  to 
windward  of  her  wake.  Shamrock  tacked  to  port,  and  at  1.07 
crossed  Columbia's  bow,  when,  according  to  common  racing  usage, 
she  was  expected  to  tack  on  Columbia's  weather.  This  she  did 
not  do,  Columbia  being  left  with  her  breeze  clear  to  sail  inshore 
looking  for  more  wind,  while  Shamrock  stood  offshore.  This 
error  cost  Shamrock  much,  for  when  she  tacked  after  Columbia 
at  1.08  it  was  too  late  to  neutralize  the  latter's  gain.  It  was 
found  Shamrock  fell  into  Columbia's  wake  on  this  tack,  and  at 
1.12  she  was  again  headed  offshore.  Up  to  this  point  Shamrock 
had  made  three  tacks  to  Columbia's  two,  the  honors  being  with 
Columbia.  At  1.13  Columbia  was  sent  on  the  port  tack  after 
Shamrock.  Being  inshore,  she  carried  a  better  wind,  and  soon 
appeared  to  have  weathered  her  rival.  This  tack  was  the 
longest  of  the  race,  lasting  imtil  2.03.30,  when  Columbia  went 
to  starboard.  Shamrock  followed  a  minute  later,  and  the  two 
stood  inshore. 

Shamrock  here  made  up  some  of  the  loss  sustained  on  the  long 
tack,  and  when  Columbia  tacked  to  port  and  tried  to  cross  her 
bow.  Shamrock  held  her  easily,  tacking  at  2.16.30  with  her  slip- 
pery opponent  under  her  lee.  Cokmibia,  having  fallen  short  of 
crossing  her  rival's  bow,  went  again  to  starboard,  at  2.16.45, 
with  her  wind  free,  and  in  the  landward  berth,  where  the  wind, 
now  falling  rapidly,  was  somewhat  fresher. 

At  this  period  in  the  race  there  appears  a  point  on  A\hich 
Shamrock's  managers  were  freeh-  criticised.  Instead  of  throwing 
over,  and  holding  Columbia  still  under  her  lee,  Shamrock  allowed 
her  rival  to  stand  inshore,  while  she  stood  oflTshore.  A  westerly 
puff"  headed  Columbia  at  this  point,  and  helped  Shamrock,  but  this 
notwithstanding,    there   was  a    question   whether    the    chaUenger 

[  269  ] 


[■9-]  THE  LAWSON  HISTORY 

would  not  Iiave  done  better  to  keep  her  rival  under  her  lee.  The 
mark  was  now  about  four  miles  away,  and  the  wind  unsteady. 
The  race  was  counted  by  Shamrock's  partisans  as  won.  From 
this  point  the  contest  was  a  series  of  short  tacks  to  the  finish. 
Such  a  game  was  one  at  which  Shamrock  could  onlj'  lose  ground, 
for  she  was  some  seconds  slower  in  stays  than  Columbia.  Capt. 
Barr  sailed  his  boat  with  rare  judgment,  keeping  her  well  to  the 
westward,  w  here  a  slant  in  the  wind  might  help  him.  The  breeze 
had  now  fallen  to  six  knots. 

At  2.41,  with  the  mark  three  miles  away,  the  boats  approached 
each  other  on  opposite  tacks.  Shamrock  with  the  right  of  way. 
All  eyes  in  the  fleet  were  on  them.  If  Columbia  crossed  Sham- 
rock's bow  the  race  was  as  good  as  won.  The  crowd  counted  the 
seconds,  and  at  last  saw  Columbia  come  into  the  wind,  forced 
about  by  Shamrock.  She  was  close  enough,  however,  to  back- 
wind  the  challenger  ;  the  outcome  was  yet  in  doubt.  Half  an  hour 
later  the  boats  were  on  the  port  tack,  with  Columbia  about  one- 
third  of  a  mile  to  windward,  and  though  astern,  carrying  a  better 
wind.     Each  was  being  sailed  extremely  close. 

At  3.30  the  end  was  in  sight,  with  both  vessels  on  the  star- 
board tack,  pinching  desperately  to  fetch  the  line.  Columbia 
headed  higher  and  footed  faster  than  her  rival,  but  in  her  leeward 
position  seemed  unable  to  fetch. 

The  scene  on  this  last  tack  was  beautiful  and  exciting.  In  a 
clear  field  of  gently  rippling  water,  between  two  far-stretched  col- 
umns of  motionless  steamers,  two  yachts,  one  golden  with  saffron 
sails,  the  other  pure  white  from  peak  to  water-line,  sped  along 
through  a  vast  space  of  silence  toward  an  imaginary  line  between 
a  yellow  light-vessel  and  a  black  tug,  to  which  their  courses  con- 
verged in  a  broad  angle.  Their  skippers  sailed  them  as  if  for  life 
or  death,  and  as  they  neared  the  finish  no  man  in  the  fleet  could 
say  which  would  snatch  the  wreath  of  victory.  A  surge  of  feeling 
came  into  every  heart  when  Columbia  was  seen  to  be  sliding  along 
the  faster,  as  if  aided  by  spirits  of  the  deep,  and  when  the  chal- 
lenger luffed  over  the  line  near  the  light-vessel,  as  a  spent  runner 
staggers  home,  loud  cheers  went  up,  for  abreast  her,  from  her 
leeward  position,  Columbia  shot  across  also,  two  seconds  behind, 
but  a  winner  by  forty-one  seconds  on  time  allowance.  It  was 
indeed  a  Homeric  contest,  and  one  in  which  the  challenger  was 
deserving  of  better  reward. 

The  conditions  that  prevailed  are  thus  summarized  :  Course 
fifteen  miles  to  leeward,  S.S.E.  from  Sandy  Hook  light-Acssel  and 
return  ;  wind  at  start  N.  N.W.,  backing  to  N.W.  by  N.  near  outer 
mark  ;  nine  knots  at  start,  twelve  at  the  mark,  six  at  the  finish 
and  uncertain  ;  sea  smooth,  with  very  light  southeast  swell.  The 
summary :  . 

[270] 


o/THE  AMERICA'S  CVP  [-90.] 


Start 

H.    M.    s. 

Columbia 11.02.00 

Shamrock 1 1.02.00 


Elapsed 

Corrected 

Outer  Mark 

Finish 

Time 

Time 

H.    M.    s. 

H.    M.    S. 

H.     M.    S. 

H.   M.   s. 

12.48.46 

3-35-40 

4-33-40 

4- 3^-57 

»^-49-35 

3-35-38 

4-33-38 

4-33-38 

Shamrock's  gain  to  the  outer  mark  was  forty-nine  seconds, 
and  Columbia's  gain  on  the  beat  home  was  forty-seven  seconds. 
Shamrock  made  fifteen  tacks  in  the  beat  home,  and  Columbia 
seventeen,  the  longest  one  being  a  board  offshore  lasting  fifty-two 
minutes,  which  Shamrock  took  at  1.12,  and  Columbia  at  1.13. 

In  the  three  races  of  the  series,  ninety  nautical  miles  were 
sailed  in  12  h.  18  m.  3  s.,  resulting  in  a  total  gain  of  3  m.  27s. 
actual  time  for  Columbia,  or  5  m.  36  s.  corrected  time,  a  record 
which  showed  that  with  the  advantage  of  a  longer  racing  career 
Shamrock  might  have  proved,  under  the  exceptional  conditions 
that  prevailed  in  the  series,   Columbia's  equal  in  speed. 

Shamrock  II.  was  stripped  directly  after  the  races,  and  laid  up 
for  the  winter  at  Erie  Basin.  Sir  Thomas  was  anxious  to  try 
again  with  her,  and  made  a  proposal  to  challenge  for  another  series 
of  races,  to  be  sailed  in  1902.  On  October  9th  the  New  York 
Yacht  Club  cup  committee  informed  the  Royal  Ulster  Yacht  Club 
committee  that  the  New  York  Yacht  Club  had  no  authority  to  ac- 
cept a  second  challenge  naming  a  defeated  boat  unless  a  full  season 
intervened,  or  a  match  had  been  sailed  by  some  other  vessel. 

This  ruling  brought  to  the  fore  again  the  vexed  question  of 
the  deed  of  gift,  English  yachtsmen  remarking  that  the  club 
appeared  always  to  construe  the  deed  with  reference  to  its  own 
interests.  The  skeleton  in  the  club-house  closet  on  this  occasion 
as  in  the  past  was  made  to  give  out  sounds  by  critics  of  the  deed. 
Mr.  W.  P.  Stephens  of  New  York  wrote  The  Yachtsman  on  the 
club's  decision  as  follows  : 

"In  view  of  the  construction  of  the  new  deed  of  gift  in  part 
and  as  a  whole,  and  of  the  way  in  which  it  has  been  repudiated  in 
actual  practice  by  the  New  York  Yacht  Club,  this  decision  is 
absurd.  The  new  deed  is  a  mixture  of  bad  sportsmanship,  bad 
law  and  bad  English,  made  in  a  hurry  by  a  little  clique,  and 
never  yet  ratified  b}'  the  Ne\\'  York  Yacht  Club.  It  is  encum- 
bered by  meaningless  legal  verbiage,  and  its  provisions  are  obscure 
and  contradictory.  The  one  point  aimed  at  above  all  others  by  its 
makers,  the  filing  of  the  dimensions  of  a  challenger  ten  months 
in  advance,  and  the  holding  her  to  those  dimensions  when  meas- 
ured in  New  York,  has  been  abandoned,  under  pressure,  by  an 
unwarranted  and  unofficial  interpretation  of  the  mutual  agreement 
clause.  By  this  same  interpretation  the  holder  of  the  cup  is  at 
liberty  to  make  any  arrangement  with  a  challenger,  even  for  a 
second  match  in  successive  seasons  with  the  same  yacht.  The 
clause  quoted  as  barring  a  second  challenge  from  Shamrock  II.  in 

[271] 


C'90.]  THE  LAWSON  HISTORY 

1902  is  as  follows  :  '  No  vessel  which  has  been  defeated  in  a 
match  for  the  cup  can  be  again  selected  by  any  club  as  its  repre- 
sentative until  after  a  contest  for  it  by  some  other  vessel  has  inter- 
vened, or  until  the  expiration  of  two  years  from  the  time  of  such 
defeat.'  Under  the  literal  reading  of  this  clause,  no  further  nego- 
tiations for  a  match  with  Shamrock  II.  are  possible  until  after 
October  4th,  1903,  unless  some  other  yacht  should  race  in  the 
meanwhile. 

"  Though  possibly  subject  to  modification  by  the  mutual  agree- 
ment clause  and  its  mention  of  the  ten  months'  notice,  the  noted 
dimension  clause  is  imperative.  '  The  challenging  club  shall  give 
ten  months'  notice  in  writing  .  .  .  accompanying  the  ten  months' 
notice  of  challenge  there  must  be  sent  .  .  .  the  following  dimen- 
sions of  the  challenging  vessel,  namely,  length  on  l.w.l.,  beam 
at  l.w.l.  and  extreme  beam,  and  draught  of  water.'  Another 
clause  is,  '  Vessels  selected  to  compete  for  this  cup  must  proceed 
under  sail  on  their  own  bottoms,  to  the  port  where  the  contest  is 
to  take  place.' 

"  The  question  of  the  interpretation  of  such  a  document  as  the 
new  deed  is  one  on  which  there  will  naturally  be  much  difference 
of  opinion,  as  the  first  slight  departure  from  the  literal  meaning 
opens  a  door  of  unknown  width  and  height.  In  order  to  secure 
a  challenge  for  the  cup  after  seven  years'  cessation  of  the  races, 
the  New  York  Yacht  Club  in  negotiating  a  deal  with  Lord  Dun- 
raven  interpreted  the  deed  in  a  way  to  suit  itself.  To  any  one 
familiar  with  the  way  in  which  the  deed  was  made,  the  temper  of 
its  makers  at  the  time,  and  their  public  statements,  but  one  inter- 
pretation of  the  mutual  agreement  clause  is  possible  ;  that  w  hile 
by  mutual  agreement  a  match  might  be  held  within  less  than  ten 
months  from  the  date  of  notice,  the  initial  point  of  all  negotiations 
for  a  match  must  be  the  forwarding  by  the  challenger  of  a  formal 
challenge  naming  a  series  of  dates  not  less  than  ten  months  dis- 
tant and  giving  the  dimensions  of  his  vessel.  With  such  a  formal 
challenge  made  and  accepted,  the  two  parties  are  at  liberty  to 
agree  on  earlier  dates  ;  but  no  formal  challenge  can  be  legal  and 
obligatory  unless  it  names  the  dates  and  gives  the  dimen- 
sions. This  interpretation  is  in  accord  with  all  the  precedents 
of  the  New  York  Yacht  Club  for  years  preceding  the  change  of 
the  deed  of  gift. 

"In  order  to  meet  certain  conditions,  it  has  been  openly  dis- 
regarded by  the  club,  and  an  informal  challenge,  giving  no  ten 
months'  notice  and  no  dimensions,  was  accepted  from  the  Roj-al 
Yacht  Squadron  (Lord  Dunraven)  in  1893,  and  again  in  1895, 
1899  and  last  year.  At  the  same  time  the  club  has  had  no  hesita- 
tion in  violating  the  express  provision  that  the  challenger  must 
proceed  under  sail,  in  allow  ing  both  Shamrocks  to  tow  the  greater 

■[  272  ] 


of  THE  AMERICA'S  CVP 


[1901] 


part  of  the  distance  across  the  Atlantic.  With  these  acts  consti- 
tuting a  precedent  by  which  all  conditions  of  the  match  may  be 
arranged  by  mutual  agreement,  it  is  childish  to  fall  back  on  the 
secondary  and  comparatively  unimportant  point  under  which  a 
vessel  clearly  eligible  in  every  other  way  as  a  challenger  is  debarred 
because  she  has  already  raced  once  for  the  cup." 

Sir  Thomas  accepted  the  New  York  Yacht  Club's  ruling  with 
his  accustomed  cheerfulness,  and  declared  he  would,  when  sure, 
by  waiting  a  reasonable  time,  that  he  was  depriving  no  other 
sportsman  of  the  opportunity  of  challenging,  again  consider  ways 
and  means  of  "  lifting  the  cup." 


ig 


[273] 


X\  B  R  A 

Of  TH 

UNJVESSITY 


THE  AMERICA'S  CVP 


A     WORD    TO    THE    STUDENT    OF 
YACHTING. 

TO  assist  the  student  of  the  second  fifty  years  of  Amer- 
ica's cup  history  in  making  a  correct  start  in  the  study 
of  so  important  a  subject,  it  is  the  writer's  purpose  to 
present  a  word  picture  of  the  social  and  economic  con- 
ditions which  shaped  the  incidents  in  the  defence  of  the  cup  in 
the  first  year  of  that  period,  1901,  as  well  as  the  conditions  that 
through  the  various  phases  of  the  development  of  American  social 
life  made  those  incidents  possible  —  to  draw  this  picture  so  plainly 
that  when  dimmed  by  time  it  may  stand  forth  in  that  simplicity 
of  outline  so  dear  to  those  who  with  their  pens  turn  yesterdays 
into  vivid  to-days. 

To  do  this  it  will  be  necessary  to  travel  the  dusty  roads  of 
America's  social  and  political  progress,  for  so  interwoven  has 
become  jachting  in  America  with  things  social  and  economic  that 
the  knowledge  thus  gleaned  should  be  ever  before  the  yachts- 
man ;  and  what  the  real  sportsman,  the  manly  man  of  every  clime 
and  every  time  always  wants,  hankers  for,  is  the  thing  as  it  is, 
the  things  that  make  it  and  the  things  that  made  them. 

The  student  of  the  history  of  the  America's  cup  in  the  year 
1950  could  have  no  accurate  idea  of  the  conditions  that  created  the 
"  Independence  episode  "  in  the  opening  year  of  the  cup's  second 
half-century  were  he  not  provided  with  a  truthful  picture,  not  only ' 
of  the  episode  itself,  but  of  the  conditions  which  brought  into  l)eing 
the  men  and  things  that  produced  it  ;  and  it  would  be  as  impossible 
to  paint  that  truthful  picture  without  going  into  the  past  and  analyz- 
ing a  few  generations  of  American  life  as  it  would  be  to  describe 
an  end-of-the-nineteenth-century  cup  defender  without  referring 
to  the  details  of  construction  that  embrace  the  use  of  aluminum 
decks  and  bronze  plating. 

For  the  student-yachtsman  of  the  future  to  understand  how 
it  was  possible  in  the  year  of  American  progress  and  American 
patriotism,  1901,  the  fii'st  of  the  second  half-century  of  the 
America's  cup,  (the  one  great  international  emblem  of  America's 
yachting  supremacy,)  for  the  custodians  of  the  cup  to  take  and 
hold  the  position  that  no  American  built  and  owned  ship  other 
than  one  belonging  to  a  member  of  a  private  club  representing 
one  city  in  America  —  a  club  whose  total  membership  numbered 
only  one-forty-thousandth  part  of  the  people  of  the  United  States 
—  could  take  any  part  in  the  cup's  defence,  he  must  not  only 
know  this  club  and  its  members,  and  their  relations  as  custodians 

[275] 


THE  LAWSON  HISTORY 

of  the  America's  cup  with  the  yachting  -world,  but  he  must  know 
the  pecuhar  conditions  which  permitted  the  existence  of  such  a 
club. 

When  these  two  thousand  Americans  arrogated  to  themselves 
power  to  compel  all  other  Americans  to  obey  their  mandate  or 
forego  all  part  in  upholding  America's  supremacy  in  its  leading 
sport,  there  were  among  them  not  more  than  a  score  who  bore 
names  at  any  time  in  the  world's  history  associated  with  those 
deeds  of  daring  or  of  merit,  at  the  wars,  in  the  church  or  in  the 
peaceful  walks  of  science,  art  or  literature,  that  would  compel  their 
fellow-men  to  doff  the  hat  and  bend  the  knee,  and  but  few  yachts- 
men, yachtsmen  in  the  broad  meaning  of  the  \\  ord. 

In  that  part  of  the  following  pages  which  does  not  deal  directly 
with  the  events  in  the  history  of  the  cup  in  which  I  figured, 
I  shall  endeavor  to  make  clear  the  conditions  which  made  it 
possible  for  this  club,  as  a  body,  to  wield,  in  the  face  of  strong 
opposition  from  the  entire  American  press  and  people,  and  almost 
all  foreigners  interested  in  the  sport  of  yachting,  a  power  as  abso- 
lute, so  far  as  the  rights  of  other  American  citizens  in  the 
cup  defence  were  concerned,  as  that  of  any  monarch  over  his 
subjects. 

Thomas  W.   Lawson. 


[  276  ] 


of  THE  AMERICA'S  CVP      [.^70-90.] 


ECONOMIC  CONDITIONS  PRODUCE 
A  VICIOUS  CLASS  IN  AMERICAN 
YACHTING:   1870-1901.    CHAPTER  XVI. 

jFTER  the  ninth  series  of  challenge  races  for  the 
America's  cup,  between  Valkyrie  III.  and  De- 
fender, was  over,  the  attendant  unsportsmanlike  and 
unsavory  wrangle  had  subsided,  and  the  calm  which 
succeeds  such  affairs  allowed  American  yachtsmen 
to  fairly  and  sensibly  review  this  contest,  together 
with  those  that  had  immediately  preceded  it,  what 
had  been  for  years  a  vague  and  undefined  feeling 
that  the  America's  cup  races  were  headed  for  the 
rocks  became  clear  crystaUized  conviction.  It  was  believed  the 
last  genuine  America's  cup  contest,  in  the  sense  contemplated  by 
the  men  who  made  the  cup  an  international  trophy,  had  taken 
place  ;  or  at  least  the  last  until  radical  changes  in  methods  of 
conducting  the  matches  had  restored  the  broad  tone  w  hich  should 
govern  this,  the  most  important  branch  of  international  sport. 

While  there  was  taking  place  the  trial  of  the  English  lord  who 
had  twice  crossed  the  ocean  to  meet  in  friendly  struggle  the  fairly- 
chosen  representative  of  America's  fleet,  in  an  endeavor  to  take 
back  to  the  fatherland  of  yachting  the  sport's  recognized  emblem 
of  world-supremacy,  the  trial  upon  whose  verdict  depended  the 
honor  of  American  sports,  all  Americans  stood  stanchly  for  their 
countrymen,  and  with  all  the  intensity  of  the  Anglo-Saxon,  would 
admit  no  possibility  of  wrong-doing.  But  when  the  verdict 
had  been  given  and  the  applause  of  victory  and  howls  of  derision 
had  followed  the  humiliated  guest  across  the  ocean,  with  a  sicken- 
ing sense  of  something  amiss  came  the  conviction  that  jachting, 
in  the  broadest  sense  of  the  word,  —  that  sports,  American  sports, 
had  received  a  staggering  blow  ;  and  with  this  conviction,  there 
came  slowly,  but  nevertheless  clearly,  to  the  real  pillars  of  Ameri- 
can yachting  the  disjointed,  fragmentary  proof  that  the  sport  in 
America  had,  as  it  neared  the  end  of  its  first  fifty  years,  been 
gradually  worked  from  the  broad  seaway  of  open  honesty  into  the 
narrow  channel,  fast  becoming  crowded  to  the  danger-point,  which 
the  world  designates  by  the  significant  title,  sharp  practice. 

While  it  has  never  been  possible  in  the  entire  America's  cup 
contests  for  a  Briton  to  make  good  in  a  single  instance  any  accusa- 
tion of  trickery  or  unfairness,  and  while  no  American  has  been 
found  who  would  publicly  place  his  finger  upon  a  single  dishonest 
act  in  connection  with  the  cup's  defence,  yet,  after  the  calm  had 

[277]  • 


[:87<^:9=.]      THE  LAWSON  HISTORY 

settled  over  the  Dunraven  incident,  Englishmen  felt  they  had  been 
"  up  against  it."  They  had  no  proof,  and,  consequently,  charged 
no  crime,  but  they  whispered  one  to  another,  "Why  should  we 
dine  with  fellows  who  serve  us  muddy  wine  "?  " 

More  serious  than  what  the  Briton  felt  or  \\  hispered  was  the 
conviction  of  real  American  yachtsmen  and  the  foremost  represen- 
tatives of  other  American  sports,  that  it  had  become  the  custom  in 
defending  the  America's  cup  to  make  all  challengers  u  alk  the  plank, 
no  matter  what  befell.  In  their  rumor-proof  haunts  they  repeated 
one  to  another  stories  of  odd  doings  in  connection  with  the  de- 
tails of  this  race  or  that  trial,  which  had  been  passing  current 
among  the  initiated  since  the  finish  of  the  Volunteer-Thistle  races, 
many  of  them  bearing  upon  their  face  proof  of  no  better  founda- 
tion than  idle  rumor  or  senseless  untruths  born  in  vicious  or  petty 
jealousies,  but  some  of  them  carrying  the  signs  of  plausibility,  and 
a  few  the  indelible  imprint  of  truth. 

Among  the  latter  the  one  most  cited  as  evidence  that  the 
America's  cup  contests  were  degenerating  into  a  game  half 
tricky  diplomacy  and  half  yachting,  was  that  which  told  how 
the  Scotch  contingent  improved  their  time  during  the  Thistle- 
Volunteer  races  to  get  the  lay  of  the  land  ;  how  they  selected 
Charles  Sweet,  a  Scotch  resident  of  New  York  city  and  a  mem- 
ber of  the  New  York  and  Royal  Clyde  Yacht  Clubs,  as  the  chal- 
lenger for  a  boat  which,  if  their  experience  had  rendered  them 
clever  enough  to  obtain  for  her  equal  chances,  would  have  a  good 
prospect  of  taking  the  cup  abroad  ;  how  Mr.  Sweet  delivered  his 
challenge  from  the  University  Club  to  the  New  York  Yacht  Club 
two  hours  after  his  return  from  the  final  race  between  Volunteer 
and  Thisde,  and  how  the  receipt  of  his  challenge  hurriedly  called 
together  a  number  of  the  prominent  members  of  the  New  York  Yacht 
Club,  who  went  into  an  informal  executive  session  at  the  club-house 
at  ten  o'clock  on  the  same  evening ;  how  when  they  parted  in  the 
early  hours  of  the  following  morning  a  new  deed  of  gift  had  been 
decided  upon  and  mapped  out  in  its  every  detail,  to  be  brought  into 
existence  by  a  committee  which  was  to  be  created  by  this  self-consti- 
tuted board  of  directors  ;  how  this  committee  four  days  later  was 
appointed,  and  how  twenty-two  days  later  the  New  York  Yacht  club 
voted  not  to  accept  Mr.  Sweet's  challenge,  because  it  was  not  in 
accordance  with  a  deed  of  gift  which  had  been  drawn  after  the  receipt 
of  the  notice  of  challenge,  for  the  purpose  of  circumventing  its  accept- 
ance ;  and  how  upon  this  story  being  borne  across  the  ocean  on  some 
gossiping  breeze,  the  leading  clubs  of  Great  Britain  tacitly  agreed 
among  themselves  they  would  have  nothing  to  do  with  the  Amer- 
ica's cup  under  this  new  deed  ;  and  how  the  fear  caused  by  the 
action  of  European  clubs  compelled  the  new  cliciue  in  the  New 
York  Yacht  Club,   which  was  just  intrenching  itself  behind  the 

[278] 


^THE  AMERICA'S  CVP      [.87o-.9=.] 

throne  of  the  America's  cup,  to  advise  the  club  to  take  sufficient 
"  back  water  "  to  enable  the  cup  contests  to  be  resumed  and  contin- 
ued, as  they  subsequently  were  through  the  Dunraven  challenges. 
After  the  close  of  the  Dunraven  trial, — that  clearly  did  not 
leave,  in  the  minds  of  fair  sportsmen,  a  peg  upon  which  could  be 
hung  his  lordship's  charge  of  fraud,  but  which  nevertheless  focused 
the  eyes  of  the  world  on  the  fact  that  yachting,  as  it  neared  the  end 
of  the  nineteenth  century,  was  in  the  hands  of  men  who  had  come 
in  through  the  cabin  window,  — it  became  known  that  the  leading 
j-acht  clubs  of  Great  Britain,  \vhich  had  been  induced  reluctantly 
to  waive  their  objections  to  what  they  were  fond  of  designating  as 
our  peculiar  methods,  instead  of  accepting  the  Dunraven  verdict 
seized  upon  it  and  the  entire  incident  as  the  last  straw,  and 
entered  into  a  hard  and  fast  "  gentlemen's  agreement  "  to  the 
effect  that  ne\er  again  would  the  clubs  \\hich  were  parties  to  the 
agreement  have  aught  to  do  with  the  New  York  Yacht  Club.  As 
all  the  prominent  clubs  of  Great  Britain  were  parties  to  this  ostra- 
cism, it  seemed  to  ring  the  knell  of  America's  cup  contests. 

It  is  but  fair  to  the  yachtsmen  of  Great  Britain  who  brought 
about  this  decision,  for  a  history  of  the  America's  cup,  written  by 
Americans,  and  necessarily  from  the  American  standpoint  so  far  as 
Lord  Dunraven 's  charges  of  fraud  were  concerned,  to  state  these 
yachtsmen  admit,  almost  to  a  man,  where  it  has  been  possible  to 
obtain  their  confidential  views,  that  their  action  was  not  because  of 
any  specific  thing  done  in  the  last  Dunraven  races,  or  the  trial 
which  followed,  and  not  because  they  believed  the  Earl  of  Dun- 
raven had  ground  for  his  charges;  but  solely  because  it  had  be- 
come conviction  with  them  that  in  the  conduct  of  its  sports  the 
New  York  Yacht  Club  employed  methods  that  required  of  gentle- 
men a  mental  activity  which,  while  perhaps  allowable  in  trade, 
was  rather  too  wearing  for  healthy  sport. 

One  of  the  prominent  and  most  liberal-minded  of  the  English- 
men mentioned  voiced  the  prevailing  sentiment  of  his  fellow- 
yachtsmen  when  he  said  :  "  It  is  not  a  question  of  cheating,  or 
of  what  proportion  of  the  American  club  are  gentlemen  and  what 
part  cads  ;  it  is  simply.  Is  the  game  worth  the  playing  when 
players  must  be  prepared  to  split  hairs  like  barristers,  wrangle 
like  fish- women,  or  be  licked  and  told  they  are  good  fellows  by 
those  who  are  continually  under  the  impression  they  will  be  taken 
for  cut-purses  unless  allowed  to  bore  you  \\ith  tittle-tattle  of  who 
they  are  and  what  they  sprung  from  ?  Englishmen  might  be 
willing  to  submit  to  all  this  if  it  was  necessary,  but  to  voluntarily 
seek  it  as  sport  is,  we  think,  asking  a  bit  too  much." 

When  it  is  said  the  resolution  of  a  dozen  or  so  of  the  leading 
yacht  clubs  of  Great  Britain  to  have  nothing  more  to  do  with  the 
most  prominent  vacht  club  in  America,  and  the  one  which  had 

[279  J. 


[:87o-.9o.]      THE  LAWSON  HISTORY 

sole  custody  of  the  America's  cup,  seemed  to  ring  the  knell  of  the 
America's  cup  contests,  it  is  meant  that  this  was  the  view  taken 
of  their  action  by  almost  all  thinking  American  sportsmen  ;  but 
when  the  clique  which  had  become  the  motive  power  of  the  New 
York  Yacht  Club  had  satisfied  themselves  that  not  only  had  the 
yacht  clubs  of  Great  Britain  closed  their  doors  to  them  and  their 
sports,  but  that  they  had  sealed  them  against  the  peculiar  influences 
which  were  the  principal  stock  in  trade  of  the  class  of  which  this 
clique  was  a  prominent  representative,  —  when  they  found  that  their 
inducements  of  ground-floor  admittance  to  Yankee  promotions,  and 
the  influence  of  those  Americans  who  had  purchased  the  right  to 
the  Anglomaniac's  state  of  transitory  existence  which  can  best  be 
described  as  half  American  and  half  English,  the  worst  half  of  both, 
had  lost  their  potency  in  this  particular  case,  —  with  that  grim  de- 
termination which  is  the  most  admirable  characteristic  of  the  class 
that  has  during  the  past  quarter  of  a  century  been  working  to  the 
fore  in  America,  and  which  was  so  aptly  dubbed  by  an  international 
writer  as  "  mushroom  aristocracy,"  they  set  about  offsetting  the 
damage  which  they  foresaw  would  be  done  their  prestige  in  America 
if  America's  cup  racing  ceased  to  be  ;  for  it  was  evident  to  them 
it  would  be  impossible  to  keep  from  the  American  public  for  any 
length  of  time  the  real  reasons  for  the  cessation  of  international 
racing. 

They  determined,  therefore,  at  any  cost  to  get  on  another  race, 
and  started  about  it  by  bringing  to  bear  their  tremendous  business 
acumen,  which  in  all  other  walks  of  life  had  proved  very  nearly 
irresistible.  They  sent  one  of  their  number  to  England  with  full 
authority  to  offer  any  inducements  necessary  to  any  one  who  could 
comply  with  the  technical  conditions  to  challenge.  The  story 
Avhich  has  been  so  often  told  as  to  appear  to  bear  the  imprint  of 
truth  is  to  the  effect  that  they  were  prepared  to  furnish  a  chal- 
lenger with  funds  sufficient  to  build  his  boat  and  defray  all  his  ex- 
penses of  the  contest. 

While  the  negotiations  for  securing  an  eligible  challenger  were 
under  way  with  the  prospect  of  a  successful  result  becoming  more 
and  more  dim,  the  proverbial  Yankee  luck  supplied  that  which 
persistence,  dollars  and  cunning  well-nigh  found  it  impossible 
to  secure  ;  but  before  going  into  this  chapter  of  the  America's 
cup  history  it  will  be  necessary  to  describe  those  conditions  be- 
fore referred  to,  that  brought  into  existence  the  clique  and 
their  syndicated  methods  which  at  this  period  controlled  the 
New  York  Yacht  Club,  the  sole  custodians  of  the  America's 
cup. 

As  students  of  American  history  know,  the  foundation  for 
America's  greatness  was  laid  by  three  God-fearing,  liberty-loving 
classes  :  the  poor  laborer,  the  sturdy  emigrant  from  every  nation 

[  280  J 


of  THE  AMERICA'S  CVP 


[1870-1901] 


of  the  globe  ;  the  great  middle-class,  big-hearted,  intelligent  men 
and  women  who  left  their  native  heaths  for  self-betterment  in 
mind,  body  and  purse  ;  and  Nature's  aristocrats,  noble  men  and 
women  through  whose  fearless  hearts  coursed  the  blood  of  un- 
counted generations  of  Nature's  royalty,  the  blood  which  prompted 
them  to  leave  the  luxuries  and  comforts  of  old-world  homes  for 
the  hardships  and  romances  of  a  new  world. 

Students  of  American  progress  know  that  at  the  beginning 
of  the  last  quarter  of  the  nineteenth  century  these  three  classes 
had  grown,  multiplied  and  waxed  strong,  notwithstanding  there 
had  sprung  from  them  two  additional  classes,  which,  although 
powerful  and  well-rooted,  had  not  in  any  way  weakened  the 
three  classes  which  had  founded  the  American  republic  and 
established  her  institutions. 

These  two  new  classes,  a  democratic  aristocracy  of  wealth  and 
a  democratic  aristocracy  of  sports,  together  with  the  other  three,  in 
the  early  70's  controlled  America  in  her  many-sided  greatness. 

All  five  classes  were  clearly  defined,  and  although  from  the 
very  nature  of  things  American  they  ran  one  into  another  in  a 
way  that  confused  any  but  close  students  of  American  life,  their 
respective  rights  to  existence  were  recognized  each  by  the  others. 
The  right  of  the  representative  of  the  lower  class,  the  poor  laborer, 
not  only  to  exist,  but  at  any  time  through  merit  to  enter  the  second, 
fourth  or  fifth  class  was  at  all  times  conceded  by  the  other  four  ;  the 
rights  of  representatives  of  the  great  middle  class  to  enter  by  merit 
at  any  time  the  fourth  or  fifth  class  were  conceded  by  all ;  the  rights 
and  privileges  of  the  broadly  liberal  aristocracy  of  the  third  class 
were  proudly  conceded  and  respected  by  all,  and  those  rights  of 
the  fourth  class  founded  upon  honestly  acquired  and  generously 
handled  great  fortunes,   were  disputed  by  no  true  American. 

Of  the  five  classes  the  one  over  which  hung  a  mellow  halo  of 
romantic  pride  was  the  aristocracy  of  sports,  composed,  as  it  was, 
of  those  of  all  the  other  classes  who  were  pre-eminent  in  manly 
contests,  pre-eminent  by  reason  of  their  acts  or  their  devotion  to 
that  code  which  is  recognized  throughout  the  civilized  world,  by 
the  peasant  in  the  field  and  the  king  upon  his  throne,  as  the 
fruit  of  the  great  law  of  compensation,  which  says:  "All  men  are 
entitled  at  the  hands  of  their  fellow-men  to  the  prize,  honor,  in 
that  proportion  in  which  they  shall  excel  in  those  physical  and 
mental  feats  wherein  all    have  equal  chance   regardless  of  birth 


or  environment." 


In  the  early  70's  the  worst  elements,  —  the  weaknesses,  the 
defects,  the  poison,  — of  these  five  classes  generated  a  sixth  class, 
as  in  Nature  the  mixing  and  stirring  of  certain  elements,  each 
in  itself  useful  in  its  sphere,  produces  an  insidious,  noxious  poison 
which,  as  it  generates,  spreads  until  it  strangles  and  kills  not  only 

[  281  1 


[.87o-,9o,]      THE  LAWSON  HISTORY 

the  foreign  substances  with  which  it  comes  in  contact,  but  also  the 
ingredients  that  generated  it. 

At  this  period  certain  Americans  found  they  could,  by  the 
exercise  of  a  daring  and  cunning  of  a  peculiar,  reckless  and  low 
order,  so  take  advantage  of  the  laws  of  the  land  and  its  economic 
customs  as  to  create  for  themselves  wealth,  or  its  equivalent, 
monev,  to  practically  an  unlimited  extent,  without  the  aid  of  time 
or  labor  or  the  possession  of  any  unusual  ability  coming  through 
birth  or  education. 

The  creators  of  these  extraordinary,  and,  for  the  speed  of  their 
acquirement  and  their  size  almost  magical  fortunes,  were  quickly 
imitated  with  much  success  by  other  Americans  of  a  kindred 
tvpe,  possessed  of  the  same  mental  and  moral  attributes  and  hav- 
ing for  their  life  object  the  same  end  :  the  acquirement  of  power 
through  the  use  of  their  easily  acquired  wealth,  to  be  employed 
in  the  destruction  of  the  nobler  standards  of  life,  and  the  indul- 
gence of  vicious  instincts. 

This  class  has  sometimes  been  confused  with  the  American 
democratic  aristocracy  of  wealth,  but  the  classes  are  two  and  dis- 
tinct, having  nothing  in  common  other  than  the  possession  of 
wealth. 

The  American  democratic  aristocracy  of  wealth  is  composed  of 
those  Americans  who,  in  addition  to  the  ownership  of  great  for- 
tunes, more  or  less  quickly  acquired,  are  possessed  of  a  refined 
perception  of  the  rights  of  their  fellow-men,  and  an  increased 
sense  of  their  duties  to  their  country  and  their  God,  which  are 
entailed  by  the  intelligently  accepted  responsibilities  of  a  great 
fortune. 

The  American  "  mushroom  aristocracy  "  is  composed  of  those 
who  know  no  law  but  might,  who  admit  no  God  but  self,  Avhose 
standard  is  cunning  and  whose  code  is  "get  there."  Probably 
never  in  the  history  of  the  world  has  there  been  a  class  so  power- 
ful for  evil  as  this.  Finding  its  power  for  the  creation  of  wealth 
unlimited,  by  the  use  of  its  wealth  it  built  up  a  system  which  in 
the  early  80's  became  so  powerful  that  it  dominated  the  political, 
and  through  the  political  the  financial  and  industrial  branches  of 
the  American  republic,  and  was  reaching  for  a  domination  of  the 
finances  and  the  industries  of  Europe. 

With  the  possession  of  this  wealth  and  power  came  an  ambi- 
tion to  rule  socially,  and,  as  the  inborn  characteristics  of  the  men 
and  women  of  this  class  were  opposed  to  those  things  necessary  to 
social  prominence,  measured  by  the  standard  lived  up  to  by  the 
five  old  classes,  they  proceeded  to  create  a  new  social  code,  in 
which  vulgarity  replaced  refinement,  ostentation  modesty,  corrup- 
tion virtue,  cunning  courage,  trick  talent,  and  might  right.  This 
new  class,  never  above  reproach   in  their  private  lives,  kept  their 

[282] 


of  THE  AMERICA'S  CVP      [■870-90.] 

paid  corrupters  in  the  halls  of  legislation  and  temples  of  justice, 
and  with  their  wealth  purchased  the  most  powerful  organs  of 
public  opinion,  dailj',  weekly  and  monthly,  news  and  pictorial,  that 
they  might  defame  and  hold  up  to  ridicule  those  \\ho  despised 
and  opposed  their  kind,  and  that  they  might  corrupt  the  common 
people  by  scoffing  at  virtue. 

It  is  almost  impossible  for  those  unacquainted  with  the  secret 
workings  of  the  gigantic  system  of  this  class  to  understand  what  a 
tremendous  influence  it  exerts  in  almost  every  walk  of  American 
life.  Its  most  powerful  agency  is  the  employment,  at  wages  that 
are  irresistible,  of  the  ostensible  representatives  of  the  different 
classes. 

Let  the  people  rise  to  political  rebellion,  and  the  fruits  of  their 
effort  are  seized  by  this  class  through  the  purchase  of  their  leaders. 
Let  the  laboring  classes,  goaded  to  desperation,  employ  their  only 
weapon,  the  strike,  and  their  trusted  chiefs  find  themselves  trans- 
formed between  night  and  morning  into  capitalists. 

Let  the  judges  upon  the  bench  interpret  la^vs  literally,  and  they 
awaken  with,  "Injustice  to  ourselves  and  our  families,  we  resign 
to  take  the  legal  direction  of  the  corporation  because  we  can  earn 
much  more  than  is  possible  on  the  bench." 

In  only  one  phase  of  life  did  this  class  find  itself  balked  and 
powerless  —  sports.  Natural  cowards,  queer  in  body  and  per- 
verted in  mind  because  of  a  vicious  or  low  order  of  ancestry 
and  habit,  they  could  not  take  active  part  in  those  things  which 
have  for  their  foundation  courage,  manliness  and  well-propor- 
tioned bodies,  and  their  wealth  could  not  buy,  their  cunning  steal 
nor  their  power  seize  these  things,  which  Nature  alone  can 
give.  But  as  it  was  necessary  to  destroy  that  mark  of  distinc- 
tion between  them  and  the  gentlemen  which  true  sport  kept 
always  in  the  foreground,  this  all-conquering  class  determined 
they  would  do  the  next  best  thing  :  If  they  could  not  take 
active  part  in  sport,  if  they  could  not  appreciate  its  true 
merits,  they  would  pretend  to  and  they  would,  by  taking  posses- 
sion of  those  associations  which  controlled  sports,  make  it  well- 
nigh  impossible  to  distinguish  between  the  pretence  and  reality. 

Thus  it  was  that  in  the  80' s  and  early  90' s  it  became  obvious 
to  students  of  American  life  that  the  insidious  system  of  this  class 
was  at  work  in  many  of  the  prominent  social  and  sporting  clubs 
throughout  the  United  States.  It  was  obvious  because  sud- 
denly they  were  admitted  in  large  numbers  to  circles  where  before 
it  had  been  impossible  for  them  to  find  countenance  ;  their  doings 
were  exploited  through  the  mysterious  channels  back  of  the  press, 
and  their  praises  sung  by  club  men  of  undoubted  standing,  but  of 
limited  purse. 

The  most  promuient  sporting  and  social  club  to  which  they 

[  283  ] 


[.870-.90.]       THE  LAWSON  HISTORY 

laid  siege  was  the  New  York  Yacht  Chib,  an  institution  in  its 
early  days  composed  largely  of  the  very  flower  of  America's 
sturdy  manliness  from  every  walk  of  life,  men  who  first  asked 
on  every  important  question  affecting  sport,  "Is  it  for  the  best 
interests  of  the  sport?"  and  next,  "Is  it  good  for  the  club?" 
men  who  never  asked,  "  What  is  there  in  it  for  us,  financially  or 
socially?  "  men  who  did  what  was  right,  what  was  fair  first,  and 
then  with  a  smile  took  the  consequences  ;  men  who  were  incapable 
of  understanding  the  worth  of  "glory"  which  came  through 
trickery  and  cunning  ;  men  such  as  the  Stevenses  and  the  Schuy- 
lers,  who  made  possible  the  glorious  careers  in  yachting  of  others 
who  followed  them  in  the  sport. 

So  well  did  the  mushroom  class  bring  their  peculiar  ability  to 
bear  upon  the  New  York  Yacht  Club  that  it  grew  rapidly  in  num- 
bers, rapidly  in  public  importance,  and  rapidly  in  those  things  for 
which  the  class  was  noted.  Steam  vessels  and  those  forms  of 
yachting  which  required  only  a  saloon  above  and  sleeping  luxuries 
below  decks,  an  unlimited  stock  of  liquor  and  a  full  supply  of 
gambling  implements,  multiplied  rapidly,  while  those  which  neces- 
sitated an  acquaintance  with  the  sea  and  a  knowledge  of  sails, 
ropes  and  spars  shrunk  to  an  insignificance  in  all  but  name,  in 
proportion  as  steam  grew. 

There  had  taken  place  at  the  same  time  fully  as  great  a  con- 
trast in  the  people  who  were  met  in  the  club-house  and  in  the 
ships  which  flew  the  blue  flag  with  the  red  cross  and  white  star. 
Where  in  the  50's  and  60's  it  was  common  remark  that  "  Thus- 
and-So  looks  like  a  member  of  the  New  York  Yacht  Club,"  which 
was  the  equivalent  for,  "He  looks  a  gentleman,"  and  where  a 
member  who  felt  it  necessary  to  open  his  correspondence  with  a 
statement  of  who  he  was  or  how  he  acquired  his  crest  was  un- 
heard of,  under  the  regime  of  this  new  class  the  queer  men  and 
women  one  was  obliged  to  stumble  over  on  the  club-house  balconies 
or  yacht  decks  ceased  to  draw  even  comment  from  the  oldest 
members  ;  while  the  headline  in  the  daily  papers  naming  this 
absconder  or  that  scoundrel  as  a  prominent  member  of  the  New 
York  Yacht  Club  was  by  no  means  infrequent,  and  the  open 
admissions  of  new  members  that  they  had  paid  for  an  election  to 
membership  was  of  common  occurrence. 

In  fact,  so  openly  was  the  syndicated  system  of  this  class 
practised  that  when  a  certain  conspicuous  indi\idual  threatened  to 
go  to  the  courts  with  a  suit  based  on  the  allegation  that  in  consider- 
ation of  his  having  knocked  oft"  a  million  dollars  in  a  trust  stock- 
jobbing settlement  he  had  been  assured  of  admittance  to  this  club, 
which  agreement  had  been  subsequently  repudiated  because  he 
had  attacked  the  trust  previous  to  his  promised  election,  it  onljr 
produced  a  quiet  titter. 

[  284] 


^THE  AMERICA'S  CVP      [.S70-.90.] 

This  was  the  club,  and  this  the  moral  and  sporting  tone  which 
permeated  its  government  and  control  when  the  last  cup  contest  of 
the  first  fifty  years,  and  the  first  cup  contest  of  the  second  fifty 
years  of  the  America's  cup,  which  made  so  fast  and  furiously  for 
yachting  history,  took  place. 

This  was  the  foremost  association  in  American  sports  which  in 
the  year  1901,  the  first  of  the  second  fifty  years  of  the  America's 
cup,  issued,  as  sole  custodians  of  the  cup,  the  edict,  "  No  Ameri- 
can other  than  a  member  of  the  New  York  Yacht  Club  shall  be 
allowed  any  part  in  the  defence  of  the  America's  cup." 

It  would  be  unjust  to  hold  all  the  club's  members  as  individuals 
responsible  for  the  acts  of  their  fellows  in  control,  and  doubtless 
many  American  gentlemen  whose  membership  in  the  club  never 
led  them  to  take  an  active  interest  in  its  management — in  which 
only  vessel-owners  participate  by  vote  —  felt  an  apologetic  blush 
for  the  company  they  found  themselves  in,  as  this  and  other 
unsportsmanlike  acts  bearing  the  stamp  of  their  club  went  into 
the  record  of  sporting  history. 

The  historian  of  the  second  fifty  years  of  the  America's  cup 
doubtless  will  have  learned  the  names  of  many  of  the  men  whose 
control  of  the  club  led  it  into  the  stand  taken  on  the  defence  of  the 
America's  cup  in  1901,  for  time  will  have  separated  them,  with 
inexorable  hand,  from  the  large  majority  of  honest  men  in  the 
club's  membership,  —  the  manliest  men  and  fairest  sportsmen  to 
found  anywhere  in  the  world,  — and  will  place  them  where  they 
belong,  on  the  pillory  of  the  blacklist  in  honest  sports. 

A  scanning  of  the  New  York  Yacht  Club's  membership  list 
of  1901  reveals  the  numerical  smallness  of  this  powerful  cabal 
controlling  the  destinies  of  the  club  and  casting  the  shadow  of  dis- 
honor on  the  America's  cup  ;  while  in  a  total  membership  of  1774, 
were  numbered  not  only  240  officers  of  the  United  States  navy, 
but,  as  honorary  members,  the  president  of  the  United  States, 
the  secretary  of  the  navy,  the  secretary  of  the  treasury,  the 
collector  of  the  port  of  New  York  and  the  commandant  of  the 
navy  yard  at  Brooklyn,  who  from  their  high  stations  could  ill 
afford  to  be  connected,  by  even  the  tenuous  tie  of  honorary  mem- 
bership, with  a  club  in  such  hands  as  I  have  described  ;  while, 
perhaps  without  their  knowledge  or  desire,  there  were  also  named 
on  the  list  of  honorary  members  His  Majesty  King  Edward  \'II., 
the  Marquis  of  Dufferin  and  Ava,  His  Imperial  Highness  the 
Grand  Duke  Alexis  of  Russia,  Commodore  Prince  Bernadotte, 
R.  S.  N.,  and  count  of  Wisborg  ;  the  flag  officers  of  the  Ro3ral 
London,  Roval  Harwich  and  Royal  Cork  Yacht  clubs,  as  well  as 
William  J.  Wallace,  U.  S.  circuit  court  of  New  York,  Rear- 
Admiral  Stephen  B.  Luce,  U.  S.  N.,  Rear- Admiral  Bancroft 
Gherardi,  U.  S.  N.,  Captain  Alfred  T.  Mahan,  U.  S.  N.,  Admi- 

[  285  1 


[,s.o-,9o,]      THE  LAWSON  HISTORY 

ral  George  Dewey,  U.  S.  N.,  Hon.  Elihu  Root,  and  Rear- Admiral 
Robley  D.  Evans,  U.  S.  N. 

Such  men  as  these  must  be  held  blameless  for  the  acts  of  a 
club  that  has  voluntarily  placed  their  names  upon  its  membership 

roll. 

Of  the  active  membership  of  the  club  no  such  view  can  be 
held.  Their  presence  in  the  club  was  tacit  endorsement  of  its 
policy.  The  club  was  to  them  a  social  organization  first,  and  a 
sportsman's  institution  next.  The  America's  cup  was  a  piece  of 
silverware  no  Englishman  could  win  ;  and  the  ethics  of  its  control 
were  to  many  a  nebulous  unreality. 

In  order  to  realize  why  this  w  as  so,  one  has  but  to  analyze  the 
personnel  of  the  resident  membership  of  the  New  York  Yacht 
Club  in  1901  with  a  view  to  ascertaining  from  what  walks  of  life 
its  rank  and  file  were  drawn.  By  677  members  resident  in  New 
York  city  who  were  generally  known  to  be  engaged  in  business 
or  professional  occupations,  the  following  trades  or  callings  were 
represented  : 

Architects  16,  agents  12,  artists  2,  adjuster  1,  auctioneer  1, 
author  1,  bankers  60,  beer  1,  brass  1,  brewer  1,  bristles  1, 
brokers  114,  builder  1,  building  materials  1,  butcher  1,  carpets 
4,  cement  2,  chairman  1,  chemist  1,  clerks  4,  coal  5,  contractors 

3,  cork  1,  cotton  1,  consul  1,  dancing  1,  director  1,  draughtsman 
1,  drugs  3,  dry  goods  11,  editor  1,  electrician  1,  mining  engin- 
eers 2,  civil  engineers  2,  engineer  1,  mechanical  engineer  1, 
examiner  1,  executor  1,  flour  1,  fruit  1,  furs  1,  furniture  1,  glass 
1,  grain  1,  grocer  1,  grocer,  wholesale  1,  hats  1,  hides  1,  hotel  3, 
iron  1,  importers  6,  insurance  7,  investments  1,  jeweller  1,  judges 

4,  lawyers  83,  leather  4,  linens  1,  linings  2,  lumber  3,  machinery  1, 
managers  9,  merchants  24,  metals  5,  news  1,  oils  3,  paintings  1, 
paints  1,  patent  medicines  1,  physicians  22,  piano  mover  1, 
pictures  1,  pocket  handkerchiefs  1,  police  1,  presidents  of  corpora- 
tions, etc.  116,  promoters  2,  pul)lishers  8,  railroads  4,  real  estate 
17,  ribbons  1,  rubber  1,  salt  1,  sauce  1,  schools  1,  secretaries  24, 
shoes  3,  signs  1,  soda  1,  steel  1,  stenographer  1,  stocks  1,  steve- 
dore 1,  sugar  1,  superintendents  2,  supplies  1,  treasurers  16, 
trustees  3,  tailors  2,  tobacco  1,  tubes  1,  vice-presidents  of  corpo- 
rations, etc,  36,  watches  1,  wines  6,  wire  1,  wool  1,  woollens  2, 
yacht  and  ship  broker  1,  total  677. 

Of  a  total  resident  membership  of  1032,  exclusi\e  of  life 
members,  355  did  not  appear  as  having  any  business  or  occupa- 
tion. Of  life  members  there  were  111,  representing  the  following 
callings:  architects  3,  bankers  13,  brokers  10,  corporation  ofticers, 
agents,  etc.  9,  engraver  1,  insurance  3,  inventor  1,  judge  1, 
lawyers  8,  manufacturers  and  merchants  17,  treasurer  1,  physi- 
cian  1,    publishers   3,   railroad,   steamship  and  express  company 

[  286  ] 


of  THE  AMERICA'S  CVP       [.«7o-.9o.] 

directors,  etc.  HI,  real  estate  5,  not  engaged  in  business,  retired, 
or  occupation  not  given  24,  total  111. 

A  summary  of  the  club's  membership  shows  that  there  were 
of  honorary  members  30,  life  members  111,  navy  members  240, 
resident  members  not  in  business  355,  resident  members  in  busi- 
ness 677,  non-resident  members  356,  flag  members  (women)  5, 
total  1774. 

When  the  New  York  Yacht  Club  syndicate  were  meethig 
with  rebuff  after  rebuff  in  their  efforts  to  induce  some  European 
to  rescue  the  chestnuts  from  the  fire  their  petty  jealousies  and 
over-reaching  practices  had  kindled,  there  appeared  in  the  yacht- 
ing firmament  a  new  star  of  such  a  brilliancy  and  magnitude  as 
easily  to  be  recognized  by  all  as  that  of  a  Moses  to  lead  the  New 
York  Yacht  Club  out  of  the  wilderness. 

While  the  yachtsmen  of  Great  Britain  were  whispering  of  the 
unparalleled  generosity  of  the  offer  to  purchase  and  equip  a  cup 
racer  for  any  eligible  challenger,  then  going  the  rounds,  the  pre- 
dicament of  the  New  York  Yacht  Club  was  discerned  by  the  acute 
vision  of  Thomas  Johnstone  Lipton,  a  rollicking  son,  by  parentage, 
of  the  little  green  isle  whence  come  so  many  of  America's  leaders, 
but  by  birth  a  product  of  the  land  of  the  hardy  thistle. 

Thomas  J.  Lipton  was  unique  in  England,  though  his 
type  was  not  uncommon  in  America.  In  his  early  days  he  had 
been  a  rolling  stone,  farm-hand,  longshore  man,  stoker  and  laborer, 
gathering  litde  moss  in  his  wanderings  in  America,  whither  he 
had  come  as  a  lad,  but  returning  to  his  old  home  in  Scodand  worn 
so  smooth  and  bright  by  his  contact  with  the  world  that  when  he 
hitched  two  pigs  to  a  string  and  drove  them,  placarded  with  his 
name,  through  the  streets  of  Glasgow,  his  future  as  a  great 
tradesman  seemed  already  assured.  Behold  him  then  in  1897 
England's  foremost  tradesman-prince  ;  not  the  old-fashioned,  staid, 
proverbial  English  tradesman,  but  a  tradesman  of  the  hustling, 
strenuous  Yankee  brand.  His  grocery  and  provision  shops  were 
on  every  corner,  and  his  income  from  them  was  so  great  that  he 
was  enabled  to  donate  a  princely  sum  to  the  Queen's  charities  in 
consideration  of  the  only  thing  the  American  described  in  the  last 
chapter  finds  it  impossible  to  purchase  from  his  countrymen  with 
the  dollars  he  has  charmed  from  their  pockets  —  knighthood. 

In  1897  Thomas  J.  Lipton,  soon  to  be  created  a  knight,  having 
in  mind  the  incorporation  of  his  many  stores,  shops,  and  planta- 
tions with  distilleries  into  a  trust  called  "  Lipton 's  Limited,"  with 
shares  to  be  floated  upon  the  English  public  ;  and  possessing  an 
experienced  eye  for  any  new  form  of  advertising,  perceived  that 
the  America's  cup  races  and  the  predicament  of  the  New  York 
Yacht  Club  could  be  made  invaluable  as  a  boomer  of  his  business 
if  properly  worked.      To  perceive  with  him  was  to  act,  and  coin- 

[  287  J- 


[.870-.90,]     THE    LAWSON  HISTORY 

cident  with  liis  appearance  as  challenger  for  the  cup,  as  Sir  Thomas 
Lipton,  newly  made  knight,  the  American  press  and  the  dead 
walls  of  the  United  States  teemed  with  the  virtues  of  Lipton's 
wares  ;  while  incidentall}'  the  fact  was  made  known  that  Sir 
Thomas,  though  of  Irish  extraction  and  Scotch  birth,  and  cheek 
by  jowl  the  companion  of  His  Royal  Highness  the  Prince  of 
Wales,  was  at  heart  a  real  Yankee. 

While  Sir  Thomas  J.  Lipton  was  not  the  kind  of  challenger 
the  syndicated  branch  of  the  New  York  Yacht  Club  would  have 
preferred ;  while  he  was  possessed  of  none  of  those  qualities 
which  at  this  time  were  most  necessary  to  the  ironing-out  of  the 
creases  in  their  sporting  reputations  :  birth,  social  standing  or  pol- 
ish ;  they  had  no  choice,  and  enthusiastically  set  about  making'the 
most  of  his  good  points.  To  that  end  therefore,  immediately  upon 
the  receipt  of  his  challenge,  their  system  was  started  full  speed. 

Their  social  followers  heard  only  of  Sir  Thomas,  knight,  boon 
companion  of  His  Royal  Highness  the  Prince  of  Wales.  To  the 
great  thinking,  religious  element  of  America  his  deeds  of  charity 
were  loudly  sung.  Yachtsmen  were  regaled  with  the  tragedies  of 
the  Red  Hand  of  Ulster  and  the  romances  of  the  Royal  Ulster 
Yacht  Club,  a  small  club  in  Ireland  which  had  the  courage  to 
accept  Sir  Thomas  and  thereby  make  him  eligible  to  challenge 
after  he  had  been  refused  admittance  to  clubs  which  had  placed 
the  New  York  Yacht  Club  under  the  ban.  To  financial  America 
he  was  the  great  trust  organizer  and  share  boomer  ;  to  the  com- 
mon people  the  keeper  of  a  corner  grocery  ;  and  the  workers 
never  heard  of  him  other  than  as  the  horny-handed  son  of  toil 
who  had  left  American  shores  with  a  cooking  stove  under  one 
arm  and  a  barrel  of  flour  under  the  other  as  a  present  to  the  old 
folks  at  home.  To  the  Irish,  who  number  in  America  a  hundred 
to  one  Scotch,  his  boats  were  the  Erin  and  Shamrock,  and  their 
colors  national  green  ;  but  to  the  Scotch  their  sails  were  yellow, 
and  the  only  liquor  aboard  that  distilled  on  "ye  banks  and  braes 
o'  bonny  Doon." 

From  the  time  of  the  announcement  of  the  reception  of  Sir 
Thomas'  challenge  to  the  arrival  of  Shamrock  I.  and  her  con- 
sort Erin,  no  lowering  cloud  darkened  the  serene  waters  on  which 
the  New  York  Yacht  Club  now  found  itself  sailing.  Public  interest 
was  never  allowed  to  flag.  The  press  of  the  nation  teemed  with 
interesting  and  strange  tales,  and  when  on  the  morning  of  October 
3d,  1899,  the  two  queens  of  the  seas.  Shamrock  and  Columbia, 
crossed  the  line  at  Sandy  Hook  in  the  presence  of  the  largest 
pleasure  fleet  ever  gathered  in  American  waters,  America's  cup 
contests  reached  the  zenith  of  their  greatness  —  in  the  minds  of 
the  uncounted  masses  who  glide  the  surface  of  life's  ocean  without 
a  thought  of  the  queer  things  that  crawl  upon  the  bottom. 

[288] 


lATKOr!*         \  O  V  r.RT  I SKM  K  \TS.  I   iriSfPl.T*  VKni'S__AnVKHTi»K>lK>TS.       MIM  ri.HM:ni  s         \n\  KIlTISt   >ii:n  I  s 


CELEBRATED  BOTTLTTVi- 


<9/THE  AMERICA'S  CVP 


[1870-1901] 


There  had  been  no  unseemly  wrangling  or  untimely  hair-split- 
ting in  the  arrangement  of  this  match.  What  the  cup's  custodians 
wanted  was  ever  what  Sir  Thomas  was  just  on  the  point  of  asking 
them  to  favor  him  by  accepting,  and  Sir  Thomas'  wants  were 
instantly  supplied  because  Sir  Thomas,  with  the  canniness  of  the 
Scotch  and  the  generosity  of  the  Irish,  had  no  wants.  For  the 
first  time  in  the  America's  cup  matches  both  parties  were  abso- 
lutely satisfied  before  the  races  that  they  would  be  satisfied  during 
them,  and  with  the  result.  The  New  York  Yacht  Club  had 
revived  interest  in  cup  racing,  and  only  wanted  —  to  win  ;  while 
Sir  Thomas,  even  before  he  crossed  the  ocean,  was  completely 
satisfied  with  what  he  was  sure  of  getthig  —  a  rousing  good 
boom  ;  and  if  by  any  chance  he  could  w  in  the  cup  —  but  Sir 
Thomas  was  too  shrewd  a  business  man  to  allow  chance  to  enter 
into  his  business  projects. 

Before  the  races  the  press  educated  the  uninitiated  of  America 
and  Europe  to  Shamrock's  great  superiority  over  Columbia,  and 
day  by  day  enormous  wagers  were  reported  as  having  been  made, 
with  strong  odds  on  Shamrock,  while  the  initiated  gamblers  were 
snapping  up  all  wagers  that  could  be  obtained  on  a  basis  of  two  to 
one  on  the  American  boat.  But  this  imaginary  uncertainty,  along 
with  other  results  of  the  system,  tended  to  work  up  to  an  unpre- 
cedented intensity  the  interest  attending  these  races,  which  held 
about  the  same  general  relation  to  the  first  America's  cup  contest 
as  the  circus  with  its  painted  white  elephant  and  thimble-rigging 
sideshows  does  to  the  annual  English  Derby. 

When  the  last  race  was  over  and  the  press  had  called  attention 
for  the  last  time  to  the  fact  that  the  eleventh  America's  cup  contest 
was  the  very  best  of  all,  — had  for  the  last  time  called  attention  to 
the  record-breaking  receipts  of  the  New  York  hotels  ;  the  record- 
breaking  number  of  empty  champagne  bottles  behind  the  palatial 
steam-yachts  as  they  came  up  from  Sandy  Hook ;  the  record- 
breaking  number  of  wagers  on  the  races  ;  for  the  last  time 
had  announced  in  extenso  that  Sir  Thomas'  expenses  had  been 
considerably  rising  a  million  ;  that  the  cup  defence  compelled 
expenditures  which  made  it  impossible  for  any  one  to  even  think 
of  taking  part  other  than  Thus-and-so  and  What  's-His-name  ; 
that  every  prominent  member  of  every  prominent  yacht  club  in 
Europe  was  on  the  point  of  challenging  for  the  next  race  ;  that 
this  race  more  than  any  other  had  established  forever  and  ever  the 
bonds  of  good  fellowship  and  friendship  between  all  European  and 
American  yachtsman  ;  in  fLict  had  called  attention  to  everything 
but  the  lessons  in  yachting  to  be  drawn  from  the  races  —  then  the 
eleventh  cup  contest  passed  into  history. 

At  selected  intervals  during  the  year  following  the  close  of  the 
eleventh  match  for  the  America's  cur>,  the  American  public  was 

[  289  ] 


[.87o-.9°.]      THE  LAWSON  HISTORY 

regaled  with  stories  of  new  challengers,  each  one  a  representative 
yachtsman  of  this  or  that  club  which  was  a  party  to  the  ostracism 
of  the  New  York  Yacht  Club.  The  stories  were  plausibly  told  and 
so  embellished  as  to  deceive  those  unacquainted  with  the  inside 
history  growing  out  of  the  late  contests. 

During  this  year  the  agents  and  friends  of  the  New  York  Yacht 
Club  labored  diligently  to  secure  a  new  challenger,  and  in  one  case 
were  nearly  successful ;  but  the  person  labored  with,  a  prominent 
Englishman  with  large  financial  interests  in  America  that  might 
be  affected  for  good  or  ill  by  the  syndicated  end  of  the  New  York 
Yacht  Club,  lacked  enthusiasm,  and  found  it  impossible  to  obtain 
the  necessary  consent  of  his  club  ;  and  in  the  fall  of  1900,  it  be- 
coming evident  that  it  was  not  possilile  to  break  through  the  bar- 
riers erected  against  those  in  control  of  the  New  York  Yacht  Club's 
affairs,  it  was  decided  to  fall  back  again  upon  Sir  Thomas  Lipton. 

Sir  Thomas,  before  sending  his  second  challenge,  made  a 
mighty  effort  to  deliver  the  club  from  its  predicament  by  having 
his  challenge  come  through  the  Royal  Yacht  Squadron  ;  but  in 
spite  of  his  efforts  and  almost  the  command  of  His  Royal  Highness 
the  Prince  of  Wales,  its  commodore,  the  Royal  Yacht  Squadron 
refused  to  admit  the  great  tradesman  to  its  ranks,  and  Sir  Thomas 
was  obliged  to  again  challenge  through  the  Royal  Ulster  Yacht 
Club. 

Upon  the  receipt  of  his  challenge,  in  the  early  part  of  October, 
1900,  the  well  oiled  system  of  meretricious  publicity  was  again 
started,  to  the  disgust  of  all  true  American  sportsmen,  who,  having 
fresh  before  them  the  "  slush  "  of  the  last  contest,  were  not  in  the 
best  of  humor  to  absorb  the  product  of  another  business-social- 
sporting  campaign  ;  but  this  notwithstanding,  the  campaign  was 
upon  them  immediately  Sir  Thomas'  challenge  reached  America. 

The  press  agent  simply  took  the  stories  of  the  year  before,  and 
multiplied  their  vital  elements  a  few  times.  Sir  Thomas,  who  had 
been  plain  knight,  was  to  be  a  full-fledged  earl  before  race  day  ; 
his  friend,  the  prince,  would  one  day  be  king  ;  Shamrock  II.  was 
to  cost  a  million,  where  Shamrock  I.  had  only  called  for  the  insig- 
nificant expenditure  of  $500,000  ;  Erin  was  to  be  replaced  with  a 
fleet  of  royal  steamers,  while  —  "  in  confidence,  mind  you  "  —  the 
King  of  Great  Britain  would  come  along  and  stand  his  turn  during 
the  races,  while  the  necessities  of  the  cup  defence  called  for  things 
whose  cost  was  simply  fabulous. 

The  old  Columbia,  built  in  secret  and  guarded  by  men  of  mys- 
tery, was  said  to  be  fit,  but  another  craft  already  existed  in  the 
mind  and  on  the  drawing-board  of  "  the  wizard  of  Bristol,"  and 
the  new  one  would  sail  the  course  in  half  the  time  of  Columbia  in 
a  blow,  and  would  be  crossing  the  finish  line  when  Cokunbia  was 
rounding  the  outer  mark  in  any  of  those  zephyrs  for  which   the 

[  290  ] 


of  THE  AMERICA'S  CVP 


[1870-1901] 


Sandy  Hook  course  was  noted.  Again,  "in  confidence,"  because 
it  was  only  known  to  a  few  of  Sir  Thomas'  relatives  who  had 
privately  informed  a  few  American  yachting  writers,  she  would 
need  this  speed,  because  Shamrock  II.,  then  in  the  recesses  of 
Watson's  brain,  would  make  all  past  challengers  or  defenders  look 
like  coal  ijarges. 

So  deep  was  the  disgust  of  exponents  of  wholesome  sport  at 
the  hippodrome  methods  of  the  conspirators  who  had  taken  pos- 
session of  the  America's  cup  affairs,  that  the  resultant  mdignation 
found  vent  in  a  determination  of  a  number  of  the  most  prominent 
members  of  the  New  York  Yacht  Club  to  organize  an  opposition 
defence  within  the  club.  As  the  consummation  of  this  project 
would  have  meant  social  war,  and  perhaps  a  split  in  the  club, 
influence  was  brought  to  bear  which  caused  it  to  be  dropped. 

At  the  same  time  a  rumbling  of  discontent,  distinct  to  all  true 
American  sportsmen,  was  heard  in  Philadelphia,  Chicago,  Balti- 
more and  Boston.  This  discontent  took  tangible  form  in  the 
decision  of  the  leading  yachtsmen  of  Boston  to  build  and  offer  for 
the  cup  defence  a  ship  which  should  be  in  its  design,  build  and 
handling  independent  of  the  control  of  the  New  York  Yacht  Club's 
syndicated  methods  and  distinct  from  its  production. 

Yachting  history  of  serious  moment  grew  from  this  resolution  ; 
and  for  the  information  of  yachtsmen  of  all  times  it  is  given  here 
at  first  hand,  the  unembellished  story  of  the  stand  of  a  commu- 
nity, through  its  representatives,  for  the  deliverance  of  a  noble 
sport  from  the  enmeshing  tentacles  of  an  offensive  organism 
reaching  with  its  myriad  arms  to  pull  do\\ni  all  voyagers  who 
dared  approach  it,  and,  when  attacked,  hiding  behind  the  sable 
curtain  of  secrecy  with  which  it  veiled  its  movements. 


[291] 


[■90.]  THE  LAWSON  HISTORY 

BOSTON'S  CUP-DEFENCE  VESSEL,  AS 
EXPONENT  OF  A  PRINCIPLE,  MAKES 
HISTORY:    1901.    CHAPTER  XVII. 

VERY  great  enterprise  calls,  from  its  inception,  for 
the  refutation  of  fallacious  arguments,  old  or  new, 
l)rought  forward  to  discourage  the  undertaking,  by 
those  A\hose  place  is  in  the  ranks  of  doubters, 
whose  character  is  negation,  and  whose  creed 
"  What  's  the  use?  "  and  "  It  can't  be  done." 

The  first  step  toward  building  a  yacht  to  repre- 
sent Boston  as  a  candidate  for  the  America's  cup 
defence,  was  the  formation,  November  28th,  1900, 
by  a  number  of  leading  Boston  yachtsmen,  of  a  committee,  com- 
posed almost  entirely  of  practical  racing  men,  in  whose  hands  the 
shapin.g  of  the  project  lay.  The  first  false  premise  of  the  past 
this  committee  was  brought  in  contact  w  ith  was  that  of  the  cost  of 
a  modern  racer  ;  and  the  committee  decided  that  one  could  be 
built  for  much  less  than  the  amount  the  public  had  been  led  by 
the  New  York  Yacht  Club  to  believe  was  needed  for  the  purpose, 
namely  from  one-quarter  to  one-half  a  million  dollars. 

The  committee  also  decided  that  the  boat  to  represent  Massa- 
chusetts should  be  the  product  of  home  talent,  and  built  from  the 
designs  of  one  of  Boston's  young  naval  architects,  Bowdoin  B. 
Crowninshield,  whose  small  boats,  of  a  pronounced  type  designated 
as  the  "  scow,"  had  met  with  success. 

This  committee  on  the  1st  day  of  December  set  about  carrying 
out  the  plans  they  had  agreed  upon.  Among  the  first  persons  they 
sought  to  interest  was  the  writer,  to  whom  they  explained  their 
hopes  and  plans,  asking  if  I  \\ould  head  a  subscription  of  $100,000. 
I  told  them  I  fully  agreed  with  them  in  their  plans,  and  that  they 
could  depend  upon  my  hearty  co-operation  in  every  way.  I 
headed  their  subscription  with  $10,000,  and  promised  to  double 
the  amount  if  in  their  opinion  it  became  necessary. 

At  this  meeting  it  was  agreed  that  we  should,  in  building  and 
managing  the  yacht,  eschew  all  the  objectionable  methods  in  vogue 
with  the  New  York  Yacht  Club,  and  that  the  building  of  the  boat, 
its  racing  and  the  general  conduct  of  its  affairs  should  be  along 
simple  old-fashioned  lines,  free  from  ad\ertising  and  bombast ;  and 
that  the  entire  management  should  be  in  the  hands  of  the 
committee. 

After  some  canvassing  among  Boston's  yachtsmen  the  com- 
mittee decided  it  was  not  possible  to  have  the  boat  built  by  a  gen- 

[  292  ] 


I 


of  THE  AMERICA'S  CVP  ['9=.] 

eral  public  subscription  without  running  the  risk  of  attaching  to  it 
the  objectionable  features  of  a  divided  ownership  such  as  charac- 
terized the  syndicate  boats  of  the  New  York  Yacht  Club. 

Thereupon,  at  the  request  of  the  committee,  I  agreed  to  furnish 
one-third  of  the  entire  cost,  the  estimate  of  which,  in  the  meantime, 
the  committee  had  raised  from  $100,000  to  $120,000.  I  author- 
ized the  committee  to  state  to  the  other  subscribers  that  with  a 
personal  subscription  for  $40,000  I  would  delegate  to  the 
committee  all  my  rights  to  the  boat  or  the  management  of  its 
affairs.  After  the  committee  had  spent  another  day  in  consultation 
with  various  prominent  New  England  yachtsmen,  thev  informed 
me  they  had  unanimously  decided  it  would  not  be  practicable 
to  carry  the  project  through  on  a  $120,000  subscription,  be-  , 
cause  in  the  working  out  of  their  plans  it  had  developed  that 
it  might  be  necessary  to  spend  a  larger  amount  or  risk  the  falling 
through  in  the  middle  of  the  season  of  the  entire  project.  They 
further  informed  me  it  was  the  unanimous  opinion  of  those  who  had 
the  best  interests  of  the  sport  at  heart  in  Boston  that  to  be  absolutely 
assured  against  the  objectionable  features  of  the  New  York  syndi- 
cate plan  the  entire  project  should  be  carried  through  by  one  in- 
dividual ;  and  they  asked  if  I  would  consent  to  build,  equip  and 
race  the  boat  without  the  financial  assistance  of  others. 

Thereupon  I  agreed  to  do  so,  provided,  first,  I  could  be  satisfied 
that  I,  who  was  not  at  the  time  a  member  of  the  New  York  Yacht 
Club,  could  have  the  boat  participate  in  the  trial  races  and,  if  she 
proved  the  best  American  boat,  sail  for  the  cup's  defence  without 
being  compelled  to  join  the  New  York  Yacht  Club  ;  second,  that  a 
committee,  composed  of  the  leading  yachtsmen  of  Boston  and  else- 
where in  Massachusetts  should  take  charge  of  the  racing  of  the  boat 
during  the  time  necessary  for  her  to  be  tuned  up  and  during  the 
trial  and  cup  defence  races.  I  explained  fully  to  the  committee  all 
the  conditions  then  existing  which  could  in  any  way  affect  the 
eligibility  of  a  boat  owned  by  me  for  participation  in  the  cup's  de- 
fence :  first,  that  I  held  pronounced  views  as  to  the  right  of  any 
American  to  take  part  in  the  defence  of  the  cup  ;  second,  that  I 
was  not  a  member  of  the  New  York  Yacht  Club  and  would  under 
no  circumstances  become  a  member,  at  least  until  after  the  coming 
contest  was  over;  third,  that  in  all  things  where  it  was  necessary 
for  me  to  be  represented  by  a  club,  that  club  would  be  the  Hull- 
Massachusetts  Yacht  Club,  one  of  the  prominent  Massachusetts 
yachting  organizations  in  good  standing  ;  fourth,  that  I  held,  and  was 
known  to  hold,  pronounced  views  in  regard  to  the  methods  which 
had  been  employed  by  the  New  York  Yacht  Club  in  the  recent  cup 
contests  ;  fifth,  that  mv  principal  object  in  building  a  cup  defence 
vessel  was  that  Boston  might  be  represented  in  the  contests,  and 
that  something  might  be  done  to  check  the  prevailing  influences 

[  293  ] 


[■90.]  THE  LAWSON  HISTORY 

then  surrounding  the  cup  matches;  and  that  my  only  possible  re- 
turn would  be  the  satisfaction  of  knowing  I  had  been  instrumental 
in  doing  something  to  improve  the  sport. 

With  these  conditions  in  mind  the  committee  agreed  they  would 
do  everything  in  their  power  to  make  the  affair  a  success,  and  ad- 
vised me  that  in  their  opinion  and  the  opinion  of  all  3achtsmen 
with  whom  they  had  consulted,  my  act  could  have  but  one  effect 
upon  the  sport,  a  beneficial  one. 

At  this  meeting  it  was  decided  to  leave  the  question  of  the 
eligibility  of  a  boat  owned  by  one  other  than  a  member  of  the  New 
York  Yacht  Club  to  General  Charles  J.  Paine,  who,  in  the  minds 
of  all,  was  not  only  one  of  the  best  authorities  on  yachting  in  gen- 
eral, and  American  yachting  in  particular,  but  who  from  the  fact  that 
he  had  been  one  of  the  committee  which  drafted  the  new  deed  of 
gift  and  was  an  astute  lawyer,  ranked  as  the  highest  authority  on 
everything  pertaining  to  the  America's  cup. 

After  ai-riving  at  this  decision  I  sent  for  Mr.  A.  G.  McVey, 
the  veteran  yachting  editor  of  the  Boston  Herald  and  a  recognized 
authorit}?  in  Europe  and  x\.merica  on  all  things  pertaining  to  yacht- 
ing, laid  before  him  the  exact  status  of  the  affair  as  described,  and 
asked  him  to  procure  from  General  Paine  the  desired  opinion. 

On  the  following  day,  December  6th,  Mr.  McVey  made  this 
report  to  me  : 

I  called  on  General  Paine,  and  after  talking  over  the 
situation  fully,  and  after  I  had  explained  the  existing  condi- 
tions, I  asked  this  question  :  '  Has  the  owner  of  a  yacht  which 
is  not  enrolled  in  the  New  York  Yacht  Club  a  right  to  start  in 
the  trial  races  ?  '  General  Paine  answered:  '  The  owner  of 
any  yacht  built  with  the  idea  of  possibly  defending  the  cup 
has  a  right  to  start  in  the  trial  races,  and,  for  that  matter,  she 
need  not  be  a  yacht  either,  if  she  is  constructed  in  this 
country.  Any  Gloucester  or  Rockport  stone  sloop  can  start 
in  the  trial  races  provided  she  is  within  the  water-line  length 
agreed  upon  between  the  clubs.  No,  the  New  York  Yacht 
Club  will  not  debar  Mr.  Lawson's  jacht.' 

This  opinion  is  from  the  throne  itself,  for  General  Paine 
has  raced  three  times  for  the  cup,  and  has  been  chairman  and 
member  of  the  America's  cup  committee  a  numi^er  of  times. 
In  view  of  such  official  authoritative  opinion  it  will  be  impos- 
sible to  find  any  member  of  the  New  York  Yacht  Club  who 
will  dare  to  whisper  any  objection,  who  will  dare  to  suggest 
that  your  yacht  could  be  barred.  The  Aery  idea  is  small, 
nonsensical  and  ridiculous. 

Immediately  on  receipt  of  this  report  I  notified  the  committee 
I  would  build  and  equip  a  boat  upon  the  designs  of  Mr.  Crownin- 

[294] 


o/THE  AMERICA'S  CVP  r.90.] 

shield,  and  that  I  would  do  all  things  necessary  to  send  this  boat 
into  the  trial  races  in  every  way  equipped  to  make  the  best  show- 
ing possible  ;  that  if  she  was  selected  to  defend  the  cup  I  would 
continue  to  do  everything  possible  for  her  success  until  the 
races  were  ended  ;  and  that  I  would  not  hamper  or  in  any  way 
dictate  to  whosoever  was  selected  by  the  committee  to  take  charge 
of  the  boat  during  the  season. 

I  entered  at  once  into  a  verbal  contract  with  George  Lawley 
&  Son  Corporation,  which  subsequently  was  formally  drawn 
up,  (as  given  in  another  chapter),  and  was  signed  December  17th. 

At  the  beginning  of  the  conferences  between  the  committee 
of  Boston  yachtsmen  and  myself  the  press  published  the  statement 
that  Boston  was  to  enter  the  field  of  cup  defence,  and  that  I 
probably  would  supply  its  boat.  This  statement  was  followed 
immediately  by  denials  in  journals  known  to  be  the  mouthpieces 
of  the  syndicated  end  of  the  New  York  Yacht  Club.  The  follow- 
ing article  from  one  of  them  is  a  fair  example  of  the  tone  of  all  : 

"  A  prominent  member  of  the  New  York  Yacht  Club,  a  man 
closely  connected  with  cup  racing,  when  asked  for  his  opinion 
about  the  story  from  Boston  to  the  effect  that  the  Hub  was  to 
enter  the  coming  contest  with  a  new  boat  designed  by  young 
Crowninshield  and  owned  by  Thomas  W.  Lavvson,  said  : 

Such  talk  is  moonshine,  and  has  about  as  much  foundation 
as  similar  yarns  which  are  published  every  time  the  cup  races  are 
on.  Boston  yachtsmen  have  no  idea  of  what  it  means  to  build  a 
cup  defender  such  as  the  last  few  contests  have  made  necessary. 
They  are  still  laboring  under  the  impression  that  a  $40,000  to 
$60,000  Volunteer  or  Jubilee  can  do  the  trick,  and  that  a  few 
months'  time  is  all  that  is  necessary  to  design  and  build  a  cup- 
defence  yacht.  I  can  tell  Boston  it  would  cost  Boston  over  half  a 
million  dollars  to  produce  a  ninety-foot  single-sticker  that  could 
stand  up  long  enough  to  be  knocked  down  in  the  trial  races  ;  and 
to  talk  of  a  new  designer  and  builder  without  anv  data  to  guide 
them  starting  in  December  to  get  something  afloat  for  the  follow- 
ing summer,  is  a  huge  joke.  Possibly  Lawson  would  be  willing 
to  try  and  do  the  trick  regardless  of  cost,  but  as  he  is  not  a 
member  of  our  club,  and  is  on  record  that  he  will  not  join,  what 
sense  would  there  be  in  his  building  a  costly  boat  only  to  be  com- 
pelled to  present  her  to  one  of  our  club  men  ;  for  30U  can  put  it 
down  as  one  of  the  sure  things  that  under  no  circumstances  \\ill 
an)'one  other  than  a  member  of  our  club  be  allowed  to  have  a  fin- 
ger in  the  cup  races.  No,  you  can  put  it  down  as  commg  from 
me  this  Boston  talk  is  all  moonshine.'  " 

Owing  to  the  publication  of  such  statements  as  this,  I  was 
besieged  by  yachtsmen  and  the  press  to  give  the  facts  relative  to 
the  Boston  boat,  which  I  did  in  the  fol'^.ving  statement,  issued  to 

[295] 


[.90.]  THE  LAWSON  HISTORY 

the   press  December  9th,  and   pubHshed   throughout   the  United 
States  and  Europe  : 

After  a  careful  consideration  of  tlie  subject  of  Boston  being 
represented  in  the  cup  defence,  it  developed  lieyoiid  question 
that  the  sentiment  of  our  representative  yachtsmen  was  that 
she  should  be,  if  it  were  possible.  It  likewise  developed  that 
there  were  many  obstacles  in  the  way  of  the  successful  reali- 
zation of  this  desire.  Modern  cup  defending  has  grown  to 
be  expensive  —  so  expensive  as  almost  to  exclude  small  com- 
munities like  ours  from  taking  part  in  it. 

At  the  beginning  I  said  to  a  number  of  our  yachtsmen 
that  I  would  do  whatever  in  their  judgment  was  best  ;  if 
they  wished  to  form  a  modern  racing  syndicate,  they  could 
count  on  me  for  any  part  of  40  per  cent  of  the  total  cost  with- 
out my  having  any  active  voice  in  the  management ;  but  if  they 
decided  to  go  at  it  in  the  old-fashioned  way,  I  would  stand  all 
the  expense,  own  the  boat  and  manage  the  affair,  depending 
upon  them  for  advice  and  assistance. 

They  have  decided  the  latter  course  to  be  the  better. 
Therefore,  I  have  to-day  entered  into  arrangements  to  build 
a  boat  which  will  meet  the  conditions  necessary  for  participa- 
tion in  the  cup  contests.  The  entire  affair  will  be  conducted 
in  a  simple,  open  way,  as  befits  an  old-fashioned,  sea-faring 
community  which  for  generations  has  felt  pride  and  taken 
pleasure  in  going  down  to  the  sea  to  sail  ships  of  its  own 
construction. 

I  trust  the  public,  for  truly  the  cup  contests  have  become 
affairs  of  jiublic  import,  will  not  think  we  hope  to  make  our 
local  effort  one  of  all-round  competition  with  the  grand  affairs 
which  the  gallant  Sir  Thomas  Lipton  and  the  New  York 
Yacht  Club  are  arranging,  for  to  my  mind  this  would  be  pre- 
sumptuous. Sir  Thomas  Lipton  has  the  active  co-operation 
and  assistance  of  all  Britain  ;  the  New  York  Yacht  Club  of  one 
of  the  largest  and  wealthiest  communities  of  true  sportsmen 
in    the  world. 

I  understood  in  a  general  way  that  Sir  Thomas  Lipton 
and  the  New  York  syndicate  bring  to  bear  in  their  efforts  all 
that  money  can  purchase  in  the  way  of  material,  experiments, 
experience  and  workmanship  ;  that,  if  there  is  anv  doubt  as 
to  which  is  the  best  spar,  rigging,  plating  or  canvas,  all  kinds 
are  bought  and  only  the  best  used.  Those  who  know  tell 
me  that  to  carry  out  the  project  on  this  scale  necessitates  an 
army  of  advisers  and  at  least  half  a  million  in  money.  We 
expect  to  use  neither. 

Careful  investigation  leads  me  to  believe  that  the  genius 
[  296  ] 


St^i«T^Ci.&;*i::. 


.9/THE  AMERICA'S  CVP  [>9°.] 

of  one  of  our  young  naval  architects,  the  experience  and  best 
efforts  of  a  yachtsman  who  has  already  constructed  three  suc- 
cessful cup  defenders,  the  expenditure  of  $150,000  to 
$250,000,  the  earnest  and  enthusiastic  hard  work  of  half  a 
dozen  of  our  younger  yachtsmen  and  the  best  advice  of  two  or 
three  of  our  veterans,  will  enable  us  to  go  to  the  starting-line 
and  make  a  showing  in  a  sport  which  is  dear  to  us  all  in 
keeping  with  that  made  by  our  townsmen  in  the  past. 

This  is  all  we  intend  to  do,  and  I  have  this  day  perfected 
the  arrangements. 

My  part  will  be  to  own  the  boat,  furnish  the  necessary 
money  and  have  a  general  supervision  of  the  affair. 

Mr.  Bowdoin  B.  Crowninshield  will  design  the  boat. 

George  F.  Lawley  will  construct  it. 

A  number  of  local  yachtsmen  will  take  the  active  manage- 
ment and  supervision  of  the  construction  and  sailing. 

All  matters  pertaining  to  the  construction  and  building  of 
the  boat  will  be  open  at  any  and  all  times  to  any  one  interested, 
and  I  believe  that  the  3'achtsmen  upon  whom  will  devolve 
the  greater  part  of  the  work,  and  to  whom  will  justly  accrue 
the  larger  part  of  the  credit,  will  be  only  too  grateful  for  any 
suggestions  or  advice  which  may  be  offered  by  fellow- 
yachtsmen.  As  our  boat  is  to  be  owned,  designed,  built  and 
managed  by  Bostonians,  we  will,  of  course,  endeavor  to  have 
our  crew  made  up  of  local  sailors. 

As  so  much  has  been  said  in  the  public  prints,  to  my 
mind  injudiciously,  about  the  eligibility  of  our  boat  to  compete, 
her  owner  not  being  a  member  of  the  New  York  Yacht  Cliil), 
I  will  say  :  This  is,  like  the  shape  of  her  anchor,  the  name 
of  her  tug,  or  the  color  of  her  launch,  a  matter  of  minor 
importance,  which  I  have  given  no  consideration,  and  to 
which  I  will  give  no  thought  until  such  time  as  the  boat  is 
finished  and  manned,  when  I  will  notify  the  secretary  of  the 
New  York  Yacht  Club  that  my  yacht  will  be  a  starter  in  the 
trial  races. 

From  my  knowledge  of  those  men  who  have  control  of 
the  cup  contests,  and  who  are  well  versed  in  America's 
cup  history,  I  have  no  question  we  shall  be  able  to  properly 
and  pleasantly  get  over  the  starting-line,  and  should  it  be  our 
good  fortune  to  get  the  winning  signal,  I  know  we  shall  have 
no  more  hearty  congratulations  than  those  of  the  New  York 
yachtsmen  ;  if  our  fate  should  be  otherwise,  we  shall  have 
no  more  sincere  sympadiy  than  that  which  will  be  extended 
by  those  same  yachtsmen. 

I  have  taken  the  responsibility  of  building  the  boat,  and 
if  by  any  technicality  it  is  found  tha*  .ihe  cannot  sail  the  race 

[  297  J 


[■9°.]  THE  LAWSON  HISTORY 

because  of  her  then  owner's  ineligibility,  our  yachtsmen  may 
rest  assured  I  will  meet  conditions  as  they  exist,  even  though 
thev  necessitate  my  giving  the  boat  to  any  member  of  any 
eligible  club  that  the  committee  decides  is  a  good  enough 
fellow  to  have  her,  while  I  personally  withdraw  from  further 
participation. 

Immediately  after  the  publication  of  this  statement  there 
called  at  m)'  office  in  Boston  an  informal  committee  of  the  New 
York  Yacht  Club,  who  wished  to  confer  with  me  in  regard  to  my 
"  intentions."  I  explained  frankly  and  fully  that  my  only  inten- 
tion for  the  time  being  was  to  rush  the  designing  and  building  of 
the  new  boat,  and  that  until  the  boat  was  launched  I  should  have 
no  great  interest  in  the  settlement  of  her  status  in  the  trial  races. 
They  endeavored  to  impress  me  with  the  danger  of  my  posi- 
tion —  that  I  might  find  myself  with  a  boat  on  hand  and  no  oppor- 
tunity to  race  her,  unless  I  "backed  water,"  by  joining  the  club 
or  turning  over  my  boat  to  some  member.  I  endeavored  to  impress 
them  with  the  inalterability  of  my  position  :  that  under  no  circum- 
stances would  I  join  the  club  during  the  contest,  or  sell  my  boat 
to  a  member  ;  and  to  relieve  their  minds  on  the  point  of  the 
danger  of  my  position,  I  carefully  explained  to  them  that,  while 
fully  appreciating  their  friendly  interest,  if  I  could  obtain  no 
races  for  my  boat  when  she  A\as  ready  to  sail,  I  would  con- 
sider it  entirely  my  aftair,  and  not  that  of  the  New  York  Yacht 
Club. 

Immediately  following  this  interview,  by  a  mere  coincidence 
perhaps,  there  began  to  appear,  from  some  mysterious  source,  in 
the  press  of  America  and  Europe,  daily  stories  tending  to  throw 
discredit  upon  everything  and  everybody  connected  \\  ith  the  Boston 
boat,  which  immediately  were  seized  by  certain  journals  as  texts 
for  broadsides  of  blackguardism. 

After  a  particularly  vicious  series  of  these  stories,  printed  first 
in  European  journals  and  then  in  those  of  America  in  the  form  of 
news  by  cable,  to  the  effect  that  the  designs  for  the  new  Boston 
boat  had  been  stolen  by  Crowninshield  from  the  Herreshoffs,  that 
the  Herreshoffs  had  dragged  all  connected  with  the  Boston  boat 
into  the  courts,  and  that  the  guilty  parties  confessing,  the  entire 
project  had  been  abandoned  ;  at  the  request  of  ni)^  associates  of 
the  committee,  who  felt  that  these  and  similar  reports  not  only 
were  misleading  to  the  public  but  damaging  to  us,  I  issued  the 
following  statement  : 

When  I  announced  Boston  would  enter  the  coming  Ameri- 
ca's cup  contest  all  persons  interested  in  the  success  of  our 
boat  agreed  it  would  be  best  for  the  sport  for  us  to  make 

[  298  ] 


o/THE  AMERICA'S  CVP 


[1901] 


no  public  talk  or  boasts,  avoid  all  controversy  with  others 
already  in  the  field,  and  particularly  that  we  should  not 
discuss  our  plans  through  the  press,  but  should  let  our  boat, 
when  launched,  speak  for  herself.  Notwithstanding  this 
resolution  has  been  adhered  to,  there  has  been  kept  alive  in 
the  press  since  our  first  announcement  continuous  controversy, 
in  which  my  associates  and  myself  apparently  have  taken 
active  part.  Each  day  a  story  is  put  into  our  mouths  only 
to  be  contradicted,  then  repeated  in  new  form,  until  the 
friends  of  the  Boston  boat  are  bewildered. 

It  is  not  our  intention  in  this  statement  to  accuse  anyone 
of  trying  deliberately  to  place  us  in  a  false  position,  but  in 
fairness  to  all  interested  in  our  undertaking  we  feel  it  neces- 
sary to  state  emphatically  we  are  not  responsible  for  any  of 
the  stories  that  have  been  published,  or  for  their  contradic- 
tion ;  we  know  nothing  of  them,  and  are  not  engaged  in  any 
controversy  with  anyone  ;  also  we  affirm  that  there  is  abso- 
lutely no  foundation  for  any  of  the  published  statements  refer- 
ring to  alleged  ill-feeling  between  anyone  connected  with  our 
boat  and  the  New  York  Yacht  Club,  or  the  owners,  designers, 
and  builders  of  the  other  candidates  for  the  cup  defence. 

We  desire  to  have  it  understood  we  are  engaged  only  in 
one  undertaking  —  the  designing  and  building  of  a  boat  to  be 
offered  for  the  America's  cup  defence,  and  that  until  this 
boat  is  launched  we  shall  have  no  part  whatever  in  any  con- 
troversy. To  that  end  all  those  direcdy  connected  with  the 
boat  have  agreed  that  if  it  should  become  necessary  to  make 
any  public  statements  concerning  her,  such  statement  shall 
be  made  in  writing,  over  my  signature. 

Therefore,  we  ask  that  no  one  interested  in  our  boat  or 
the  sport  give  credence  to  any  utterance  purporting  to  em- 
anate from  those  authorized  to  speak  for  the  boat,  her 
designers,  builders  or  the  committee  which  is  to  handle 
her,  unless  it  be  in  accordance  with  the  above. 

Immediately  following  the  publication  of  this  statement,  one  of 
the  leading  New  York  daily  newspapers,  noted  for  its  reliability 
and  conservatism,  published  the  following: 

"  We  can  state  on  authority  there  will  be  no  trouble  about  the 
Boston  boat  taking  part  in  the  trial  races,  as  her  owner  has  agreed 
to  turn  her  over  at  the  proper  time  to  a  member  of  the  New  York 
Yacht  Club." 

The  apparent  truthfulness  of  this  statement  caused  it  to  be 
widely  reprinted,  and  compelled  me,  much  against  my  wish,  to 
publish    the  following  : 

"The  statement  that  I  have  agreed  co  give  my  new  boat  to 

[  299  J 


[•90.]  THE  LAWSON  HISTORY 

anyone  is  false.  I  will  under  no  circumstances  sell  or  give  my 
boat  to  anyone  unless  formally  requested  to  do  so  by  the  cup's 
custodians." 

This  brought  forth  within  a  few  days  the  following  from  the 
same  paper : 

"  We  can  state  on  authority  that  Mr.  Lawson's  denial  that  he 
is  to  give  his  boat  to  a  member  of  the  New  York  Yacht  Club  is 
purely  technical,  and  that  he  will  at  the  proper  time  in  spite  of  his 
denial  turn  his  boat  over  to  a  member  of  the  New  York  Yacht 
Club,   thereby  making  her  eligible  for  the  cup  contest." 

As  we  found  it  useless  to  further  deny  such  persistently  cir- 
culated falsehoods,  all  interested  in  the  new  boat  concentrated 
their  efforts  in  rushing  her  building  and  doing  everything  possible 
to  overcome  the  serious  handicap  of  limited  time  in  which  to  get 
her  into  the  water. 

After  some  days  exhausted  in  vainly  endeavoring  so  to  adjust 
existing  contracts  held  by  George  Lawley  &  Son  as  to  make  it 
possible  for  them  to  lay  down  and  build  the  yacht  at  their  own 
yards,  it  was  decided  to  have  her  laid  down  and  built  at  the 
Atlantic  Works,  East  Boston.  The  works  being  but  a  short  dis- 
tance from  the  yards  of  Lawley  &  Son,  it  was  thought  possible  to 
shorten  the  time  of  her  construction  by  the  co-operation  of  these 
two  concerns. 

After  overcoming  many  obstacles,  largely  arising  from  lack  of 
time  properly  to  lay  out  the  work  ahead,  and  that  it  was  difficult 
to  secure  contracts  for  the  delivery  of  the  bronze  plates  within  the 
necessary  time,  construction  was  finally  well  under  way  by  March 
1st,  and  it  began  to  look  as  though  the  boat  not  only  would  be 
finished  in  time  to  take  part  in  the  trial  races,  but  would  prove  a 
formidable  competitor. 

As  the  building  of  the  yacht  progressed,  the  newspaper  con- 
troversy between  the  partisans  of  the  New  York  Yacht  Club  and 
those  of  the  Boston  boat  became  more  violent.  Hardly  a  day 
passed  without  the  leading  dailies  printing  what  purported  to  be  a 
defiant  or  boasting  statement  by  some  one  connected  with  our  boat, 
or  an  equally  pugnacious  answer  from  "  an  officer,"  "  a  prominent 
member,"  or  "  a  friend  "  of  the  New  York  Yacht  Club  ;  and  pub- 
lic interest,  already  intense,  was  heightened  by  the  now  rapid 
march  of  yachting  events.* 

*  There  was  at  this  time  keen  anticipation  of  a  for    fishermen  :       First,     $1000  ;     second,    5500  ; 

notable   season's   racing    in    Massachusetts   bay,    for  third,  $250. 

the    following    prizes    offered    by    me   through    the  Arrangements    for  the   races   were    left    in    the 

Hull-Massachusetts  Yacht  Club.       For  ninety-foot  hands   of  the    following   special    committee   of  the 

sloops  a  suitable  cup,  value,  $5000  ;   schooner  class,  Hull-Massachusetts    Yacht  Club,  including  some  of 

first  prize,  a  cup  valued  at  about  51000,  with  suit-  New  England's  best   known   yachtsmen  :      Messrs. 

able  second  and   third    prizes  j    seventy-foot  sloops,  Louis  M.  Clark,  James  R.    Hooper,   John  Bryant, 

cup  valued  at  about  $1000;     fifty-one-foot  racing  Henry    Bryant,    E.    V.    R.   Thayer,    William   Otis 

class,  cup  valued  at  about  ^500  j    also  cash  prizes  Gay,  Geo.  H.  Richards,  W.   E.  C.  Eustis,  C.  E. 

[  300  ] 


.9/THE  AMERICA'S  CVP  ['9°'] 

By  this  time  the  Boston  jacht  was  so  far  advanced  as  to  be 
named.  Announcement  of  the  naming  of  the  vessel  was  made  by 
me  in  the  following  statement  : 

"  While  I  had  not  intended  to  name  my  boat  until  she  was  in 
the  water,  I  think  it  only  fair  to  her,  now  that  there  is  daily  com- 
ment on  her  construction,  that  slie  should  be  known  by  her  own 
name  instead  of  mine.  Mr.  Crowninshield's  beautiful  creation  is 
from  now  on  the  '  Independence.'  Although  no  one  now  can  pre- 
dict with  any  degree  of  certainty  how  she  will  race,  whenever 
she  does  race  I  can  assure  all  her  well-wishers  that  she  will  never 
belie  her  name." 

We  furnished  the  newspapers  each  day  with  photographs  of 
the  boat's  construction,  which  were  printed  so  conspicuously  and 
with  such  detailed  explanations  as  to  greatly  interest  the  public, 
and  especially  those  who  had  formerly  known  but  little  about  such 
matters. 

We  secured  as  sailing-master  for  Independence  the  veteran 
cup-racing  skipper,  "  Hank"  Half,  after  much  public  discussion 
as  to  who  would  command  her. 

It  was  announced  that  the  famous  New  England  rigger  of  cup- 
defenders,  Charles  Billman  of  Boston,  had  been  taken  away  from 
us  by  the  New  York  boat,  which  did  not  tend  to  lessen  public  in- 
terest in  the  controversy,* 

Injunction  was  applied  for  to  prevent  us  from  continuing  the 
further  building  of  our  boat  because  of  the  alleged  infringement  of 
a  patent  in  connection  with  the  fastening  of  frames  to  her  keel 
casting. 

At  this  time  a  number  of  journals  again  repeated  the  statement 
that  I  had  made  arrangements  to  turn  over  my  yacht,  and  to 
strengthen  it  the  names  of  three  prominent  members  of  the  New 
York  Yacht  Club  were  given,  each  one  of  whom  it  was  said,  was  to 
be  her  new  owner.  After  consultation  between  the  advisory 
committee  of  Boston  yachtsmen  and  myself,  it  was  decided  to  be 
for  the  best  interest  of  the  sport  that  I  issue  the  following  state- 
ment, which  I  did  on  March  11th  : 

My  strongest  reason  for  starting  to  build  the  Independ- 
ence  was   that  our  yachtsmen   desired   a    Boston   designed, 
built  and  owned  boat,  and  they  asked  my  assistance,  which  I 
was  willing  to  give  to  the  extent  of  one-third  the  entire  cost, 
without  having  any   particular  voice  in  the  control  or  man- 
Hodges,  Henry  S.   Grew  2d,  Francis  Gray  ;  with     with  Shamrock  II.  for  the  cup  in  the  ninety-footer 
James  R.    Hooper  as  chairman  and  C.  E.  Hodges     class.      Various  causes  led  to  the  abandonment  of 
as  secretary.  the  series,  the  fisherman's  race  being  the  only  one 

Cable  communication  with  Sir  Thomas  Lipton     sailed, 
resulted  in  the  announcement  that  Sir  Thomas  was  *  Mr    SiUman   rigged    both    Independence  and 

willing    to  visit  Massachusetts  waters  and  compete     Constitution. 

[301] 


[■9°.]  THE  LAWSON  HISTORY 

agement  of  the  vessel,  or  her  construction  or  racing.  At  their 
recjuest  I  agreed  to  build  the  boat  alone,  provided  I  ijelieved 
after  going  over  Mr.  Crovvninshield's  plans  his  boat  would 
be  a  good  one. 

He  convinced  me  his  boat  would  be  one  we  would  all  be 
proud  of.  I  therefore  supplied  the  funds  to  build  the  Inde- 
pendence, and  take  her  through  the  season.  I  explained 
to  those  who  might  think  they  were  in  any  way  responsible  for 
inducing  me  to  build,  that  once  I  had  decided  to  go  ahead 
all  responsibility  for  her  future,  other  than  her  construction, 
would  be  mine  and  mine  alone. 

It  is  here  what  the  press  is  pleased  to  term  the  coming 
controversy  started.  There  seems  to  be  on  the  part  of 
some  people,  (I  do  not  know  who  they  are  nor  do  I  care), 
an  intense  fear  that  I  may  be  put  to  a  large  expense  for 
nothing.  I  would  call  the  attention  of  these  unduly  agitated 
spirits  to  that  ripe  old  English  proverb  :  "  Never  lose  sleep 
about  the  pepper  in  your  neighbor's  snuft'box  :  it  is  he  who 
does  the  sneezing." 

I  do  not  happen  to  be  a  member  of  the  New  York  Yacht 
Club.  When  I  started  to  build  the  Independence  I  knew  I  was 
not  a  member  of  the  New  York  Yacht  Club  ;  I  knew  I  did 
not  intend  to  become  a  member,  and  I  also  had  a  fairly  intel- 
ligent idea  of  the  rules,  regulations  and  customs  governing 
yacht  racing  as  it  has  been  and  is  conducted  by  gentlemen 
throughout  the  world.  With  this  knowledge  I  built  the 
Boston  boat,  because  with  tliis  know  ledge  I  knew  there  was 
no  rule  or  regulation,  custom  or  law  which  prevented  an 
American  from  building  a  boat  for  himself  and  after  it  was 
built  sailing  it  upon  the  high  seas  in  any  lawful  way  he 
wished. 

When  my  boat  is  finished  I  shall  cause  to  be  announced 
in  as  pleasing  language  as  I  am  capable  of  using  that  I  am 
ready  to  race  under  any  fair  conditions  against  any  boat  in 
American  waters  ;  that  I  prefer  to  race  against  the  Columbia 
and  the  new  boat  which  Mr.  Herreshoff  is  building.  If  one 
or  both  of  these  boats  will  meet  the  Independence  I  shall  be 
pleased.  I  will  not  quibble  as  to  time,  place  or  conditions, 
in  fact  will  agree  to  any  conditions  that  the  New  York  Yacht 
Clui)  or  any  club  or  association  composed  of  American  sports- 
men decides  to  be  fair. 

If  the  Independence  should  lose  I  shall  congratulate  the 
owners  of  the  boat  beating  her  ;  if  she  wins  I  shall  be  happy 
and  will  ask  that  the  Independence  be  allowed  to  defend  the 
America's  cup.  If  it  is  decided  by  those  who  have  the 
right  to  decide   that  there  is  some   reason   which  makes  it 

[  302  ] 


of  THE  AMERICA'S  CVP  [■9°.] 

impossible  for  her  to  defend  the  cup  I  will  cheerfully  with- 
draw such  request.  I  know  of  no  reason  why  the  owners  of 
the  Columbia  or  the  new  HerreshofT  boat  should  race  the 
Independence  if  they  do  not  care  to,  any  more  than  the  In- 
dependence should  race  their  boats  if  I  did  not  wish  to  have 
her,  and  I  might  say  here  that  I  regret  the  talk  which  has 
been  made  about  the  Independence  coming  to  the  starting 
line  of  the  trial  races,  or  to  the  line  in  any  yachting  event, 
which  is  the  affair  of  the  New  York  Yacht  Club  or  any  other 
club,  without  being  invited,  as  being  too  silly  to  receive  con- 
sideration from  any  one. 

In  regard  to  the  statements  printed  that  under  certain 
conditions  I  would  resort  to  the  subterfuge  of  allowing  some 
one  else,  who  had  no  ownership  in  my  boat,  to  be  proclaimed 
her  owner  for  the  sake  of  being  allowed  to  race,  I  can  only 
say  I  regret  there  is  any  one  connected  with  yachting  so 
unmanly  as  to  think  this  possible.  No  one  has  ever  sug- 
gested such  a  thing  to  me,  and  perhaps  it  is  well  no  one  has 
made  that  mistake. 

Of  course  I  want  to  have  the  Independence  race.  If  she 
does  not  I  suppose  the  tides  will  come  and  go  out  ;  that  good 
Boston  sailors  will  go  to  sea  in  ships  the  same  as  heretofore  ; 
but  rather  than  resort  to  the  methods  suggested  to  obtain  a 
race  I  would,  without  regret,  sink  the  Independence  on  her 
launching  day,  turning  her  sternboard  into  a  beacon  for 
the  guidance  of  future  New  England  sailor-men. 

Upon  the  publication  of  this  statement  a  deep  national  in- 
terest in  the  situation  became  evident.  Nearly  every  American 
newspaper  made  editorial  comment  on  the  ethics  involved  in  the 
questions,  which  comment  was,  with  hardly  an  exception,  in  one 
vein.  The  following  editorials,  taken  from  three  daily  papers  in 
three  distinct  sections  of  the  United  States,  are  a  fair  illustration 
of  the  tone  of  the  press  on  the  subject  : 

From  the  New  York  Jmrrtal,  March  iSth,  1901. 

INTERNATIONAL   RACING,    NATION.\L    SNOBBERY 

When  we  start  out  to  be  snobs  in  this  country  we  can 
beat  all  the  world  at  snobbery,  as  we  beat  all  the  world  in 
other  more  reputable  lines. 

A  great  many  j'ears  ago  an  American  boat  went  to  England 
and  won  "  the  cup."  Since  then  the  English  have  tried  in 
vain  to  get  it  liack.  The  challenge  which  we  now  consider 
comes  from  a  "  tradesman,"  an  en'^.getic  tea  merchant,  who 

[  303  ] 


f9o.]  THE  LAWSON  HISTORY 

is  willing  to  spend  his  money  to  prove  that  England  can  beat 
us  at  shipbuilding. 

He  is  criticised  as  a  tradesman,  a  parvenu  and  a  "  person" 
seeking  advertisement  and  social  advancement. 

If  this  criticism  came  from  England  it  might  be  under- 
stood. The  amusing  thing  is  that  it  comes  from  this  country, 
with  its  modern  republicanism  and  its  highfalutin'  snobbish 
scum  called  "  society." 

A  Boston  "  person  "  named  Lawson,  replying  to  the  Eng- 
lish "person's"  challenge,  puts  his  money  into  a  good 
American  boat,  to  be  managed  by  Hank  Haft"  and  other  good 
American  sailors. 

It  is  hard  to  believe,  but  it  is  actually  a  fact,  that  this 
*'  person  "  is  informed  that  his  yacht  cannot  compete  unless 
it  is  put  in  the  name  of  a  member  of  a  certain  yacht  club. 

Mr.  Lawson  is  not  a  member  of  this  club,  and  so  he  is 
not  worthy  to  protect  the  cup,  even  though  he  may  produce 
the  best  boat  hi  America. 

This  is  fann_y,  isn't  it? 

We  are  solemnh^  informed  that  when  an  Englishman  chal- 
lenges the  United  States  he  really  challenges  a  certain  little 
club  composed  of  admirable  and  conceited  gentlemen,  who, 
as  a  rule,  don't  work  for  a  living. 

A  common  American  outside  of  this  club,  if  he  wishes  to 
protect  the  reputation  of  American  boats  and  American  sailors, 
must  disguise  himself  and  persuade  one  of  the  club  members 
to  race  his  boat  in  that  club  member's  name. 

We  don't  wonder  that  Mr.  Thomas  W.  Lawson,  of  Boston, 
announces  that  he  will  sink  his  boat  before  submitting  to  this 
outrageous  snobbery. 

It  is  bad  enough  to  disgust  even  an  American  snob.  To 
do  that  it  has  got  to  be  very  bad  indeed. 

Chicago  Inter-Ocean^  March  17th,  1901. 

F.AJRNESS   AMONG   YACHTSMEN 

Unless  the  New  York  Yacht  Club  shall  speedily  make  a 
declaration  of  fairness  of  intent  toward  Mr.  Thomas  W.  Law- 
son  of  Boston,  it  will  stand  in  peril  of  becoming  both  snobbish 
and  ridiculous.  As  one  of  the  first  social  and  sporting  insti- 
tutions in  the  country  it  can  scarcely  aftbrd  to  stand  in  any 
such  light  before  its  neighbors.  The  sound,  manly,  and 
sportsmanlike  statement  issued  by  Mr.  Lawson  some  days 
ago  should  have  provoked  an  instant  and  generous  response 
from  the  yacht  club.      So  far  it  has  not  done  so. 

[  304  ] 


of  THE  AMERICA'S  CVP 


[1901] 


Mr.  Lawson,  who  is  a  gentleman  gallant  enough  to  pay 
$30,000  for  a  rare  carnation  named  by  the  growers  after  his 
wife,  is  building  at  his  own  expense  a  yacht  which  he  wishes 
to  enter  in  the  trial  races,  with  the  object  of  winning  the 
honor  of  defending  the  America's  cup  against  Sir  Thomas 
Lipton's  challenger,  Shamrock  II.  The  contesting  boats  in 
these  races  would  be  the  last  defender,  Columbia,  and  the 
new  boat  now  being  built  at  the  Herreshoff  yards.  Both 
these  yachts  will  have  been  built  and  paid  for  by  syndicates 
of  rich  members  of  the  New  York  Yacht  Club,  and  the  inti- 
mation has  been  made  that  the  Lawson  boat  will  not  be 
allowed  to  compete  with  them  in  the  trials  because  her  owner 
is  not  a  member  of  the  club.  A  more  unsportsmanlike  and 
un-American  attitude  it  is  impossible  to  imagine. 

Technically,  perhaps,  the  club  is  within  its  rights,  for 
under  the  deed  of  gift  it  has  the  custody  of  the  cup  and  the 
regulating  of  the  races  ;  but  to  refuse  admission  to  a  candi- 
date for  the  trials  on  any  flimsy  excuse  will  !)e  a  calamity  and 
a  shame.  The  sailing  of  yachts  is  one  of  the  noblest  sports 
permitted  to  man,  and  is  supposed  to  breed  in  those  that 
follow  it  the  spirit  of  fairness,  courage,  and  honor.  No  such 
spirit  will  animate  men  who  seek  to  bar  a  ri\al  from  such  a 
contest  on  a  pretext  that  thinly  veils  the  real  reason  —  that  he 
may  have  the  better  boat. 

Mr.  Lawson  is  building  his  own  boat,  and  paying  the 
cost  single-handed.  The  New  York  Yacht  Club,  apparently, 
is  unable  to  produce  a  cup  defender  w  ithout  passing  the  hat. 
A  sturdy  British  yachtsman,  concerned  w'nU  Sir  Thomas  Lip- 
ton  in  the  construction  of  his  new  challenger,  expressed  regret 
that  Shamrock  II.  would  be  compelled  to  meet  another  boat 
owned  by  "a  syndicate  —  a  thing  without  soul  to  repent  or 
body  to  be  kicked."  This  is  rough  talk  ;  but,  if  future  cup 
contests  are  to  be  close-fisted,  cut-and-dried  affairs,  confined, 
so  far  as  this  country's  share  in  them  is  concerned,  to  the 
New  York  Yacht  Club  and  its  subscription-syndicate  boats,  it 
is  time  American  yachtsmen  knew  it. 

Our  old-time  yachtsmen,  with  their  stout  wooden  craft, 
nosed  like  a  codfish  and  ballasted  with  slag,  would  have  had 
some  vigorous  language  for  such  a  situation.  At  present 
Mr.  Lawson  is  its  dominant  figure.  In  his  statement  he  says 
he  will  not  enter  into  a  wordy  controversy  under  any  circum- 
stances, and  will  accept  without  remark  any  decision  the 
New  York  Yacht  Club  may  make  ;  but  that  he  will  sink  his 
boat  at  her  dock  rather  than  enter  and  sail  her,  as  has  been 
suggested  to  him,  under  the  name  of  some  other  man  who 
happens  to  be  a  member  of  the  N^w  York  Yacht  Club. 
20  [305  ] 


[■90.]  THE    LAWSON  HISTORY 

There  is  the  ring  of  true  sportsmanship  in  that  declaration. 
If  membership  in  the  New  York  Yacht  C'kib  is  essential  to  a 
candidacy  for  cup-defending  honors,  the  club  should  instantly 
elect  Mr.  Lavvson  a  member,  and  invite  him  to  bring  along 
his  boat,  and  win  with  her  if  he  can.  That  would  be 
fair. 

Savannah,  Ga.  Press,  March  iSth,  1901. 

THE   YACHTING    QUIBBLE 

Thomas  W.  Lawson  refuses  to  get  his  yacht,  the  Inde- 
pendence, into  the  race  which  will  determine  the  cup  defender 
by  any  trick  or  sui)terfuge  such  as  members  of  the  New  York 
Yacht  Club  propose.  It  seems  hardly  possible  that  the  mem- 
bers of  the  New  York  Yacht  Club  will  ignore  public  opinion 
and  the  principle  of  good  sportsmanship  so  far  as  to  insist  that 
no  yacht  not  owned  by  a  club  member  shall  be  allowed  to 
enter  the  competition.  The  races  for  the  possession  of  the 
America's  cup  have  been  international  aflliirs  ever  since  the 
racing  days  of  the  America  herself.  They  have  been  con- 
tests between  the  best  skill  of  the  United  States  and  the  best 
skill  of  the  British.  If  the  new  Boston  boat,  the  Indepen- 
dence, is  a  better  craft  than  the  yacht  being  built  by  the  New 
York  syndicate,  by  all  means  let  it  he  sho\vn  in  a  fair  contest 
and  let  the  successful  yacht  be  chosen  to  defend  the  cup. 

Any  other  course  would  be  unfair  and  unsportsmanlike. 
The  New  York  Yacht  Club  should  welcome  competition  if 
only  for  the  purpose  of  discovering  its  own  strength  or  weak- 
ness in  the  matter  of  yacht  building  and  racing.  Will  its 
members  risk  the  imputation  that  they  doubt  their  ability  to 
represent  American  yachting  interests  as  the  leaders  of  the 
sport  in  this  country  ?  Mr.  Lawson  says  he  w  ill  sink  his  boat 
before  he  will  let  it  sail  under  false  colors.  He  is  too  good  a 
sportsman  to  do  that,  and  the  quibble  that  is  raised  in  New 
York,  if  carried  out,  will  lessen  the  keen  interest  in  the  event, 
which  must  be  a  national  aftair  to  hold  its  position  in  American 
eyes. 

While  the  discussion  was  at  fever  heat  two  important  events 
took  place  : 

The  Newport  Yacht  Racing  Association  was  formed.  It  was 
the  natural  outcome  of  the  feeling  which  had  been  growing  for 
years  in  the  minds  of  those  representative  yachtsmen  of  New  York 
and  Newport,  whose  position  in  the  social  and  sporting  world 
did  not  recjuire  the  employment  of  business  methods,  that  some- 
thing must  be  done  to  bring  back  the  sport  to  the  old-fashioned 

[  306  ] 


o/THE  AMERICA'S  CVP  [-90.] 

basis.  At  the  very  start  the  names  of  those  who  were  most  active 
in  its  formation  assured  that  success  which  it  achieved  during  the 
season  of  1901.  Much  pressure  was  brought  to  bear  to  have  tiie 
association  postpone  its  advent  into  active  racing  aflairs  until  after 
the  then  raging  controversy  had  been  settled,  but  the  stalwart 
yachtsmen  in  the  association  turned  a  deaf  ear  to  the  arguments 
of  the  syndicated  end  of  the  New  York  Yacht  Cluii.  I  shall  treat 
this  incident  more  fully  in  another  part  of  this  chapter. 

The  second  event  was  the  reopening  of  negotiations  for  the 
settlement  of  the  status  of  Independence  by  two  prominent  mem- 
bers of  the  New  York  Yacht  Club,  men  of  the  highest  integrity 
and  representatives  of  the  i^roadest  type  of  sportsmen.  As  these 
two  club  members  were  personal  friends,  our  canvass  of  the  sub- 
ject was  more  thorough  than  would  have  been  possible  had  it 
not  been  conducted  in  the  freedom  of  confidence.  After  thorough 
discussion  I  agreed  to  give  way  in  my  determination  to  postpone 
the  settlement  of  Independence's  status  until  the  vessel  had  been 
launched,  provided  all  negotiations  were  direct  with  the  officers  of 
the  club  and  in  writing.  The  net  result  was  the  correspondence 
which  follows  : 

New  York  Yacht  Club, 
41   West  44th  Street,   New  York, 
April  23d,  1901. 
T.    W.   Lawson,    Esc).,  31  Stafc  Street,  Ihstori,  Mass. 

Sir  :  The  committee  appointed  by  the  New  York  Yacht 
Club  to  which  was  referred  the  challenge  of  the  Royal  Ulster 
Yacht  Club  for  a  match  for  the  America's  cup,  with  power, 
among  other  things,  to  select  a  vessel  to  represent  the  clui)  in 
the  match,  have  been  officially  advised  by  the  owners  of  the 
Columbia  and  Constitution  that  those  vessels  will  be  prepared 
to  enter  trial  races  to  be  held  under  the  supervision  of  the 
New  York  Yacht  Club  with  a  view  to  the  selection  of  its 
representative  vessel. 

The  committee  are  informed  that  you  are  the  o\nier  of 
the  Independence,  now  in  process  of  construction  in  Boston 
from  designs  by  Mr.  Crowninshield  ;  that  she  is  of  the  same 
class  as  Shamrock  II.  and  the  vessels  above  mentioned,  and, 
as  is  generalh'  believed,  is  being  built  for  the  purpose  of  being 
offered  as  a  possible  defender  of  the  cup. 

It  has  seemed  to  the  committee  proper  that  they  should 
officiallv  confirm  to  vou  what  w  as  informally  communicated  by 
its  chainnan  several  months  ago  to  Mr.  Crowninshield,  as  to 
the  conditions  which  would  govern  entries  for  the  trial  races. 
The  cup  is  held  by  the  New  York  Yacht  Club  under  the 
deed  of  gift.  According  to  that  deed,  it  is  not  open  to  contest 
between  individuals,  but  a  match  cji.i  be  sailed  only  between 

[307] 


[-90.]  THE  LAWSON  HISTORY 

the  challenging  club  on  the  one  hand,  and  the  club  holding 
the  cup,  on  the  other.  By  its  terms  the  vessel  selected  to 
defend  the  match  is  made  the  representative  of  the  challenged 
club. 

The  challenged  club  is  made  responsible  for  the  vessel 
defending  the  cup,  and  for  her  management  and  conduct 
during  the  match. 

It  is  evident  that  no  club  can  justly  assume  such  respon- 
sibility unless  it  be  vested  with  corresponding  authority  and 
control  over  the  vessel  by  which  it  is  represented,  and  for 
the  conduct  of  which  it  is  responsible.  The  challenged  club 
can  be  effectively  vested  with  such  authority  and  control  only 
by  having  the  vessel  under  its  flag  and  under  the  responsible 
management  of  one  of  its  members  ;  for  only  a  member  is 
bound  by  its  rules,  amenable  to  its  control,  and  subject  to  its 
discipline. 

These  conditions  have  in  fact  existed  in  all  former 
contests. 

The  committee  are,  therefore,  compelled  to  hold  that  a 
vessel,  in  order  to  enter  the  trial  races,  must  be  qualified  to 
fly  the  flag  of  the  club,  and  must  be  under  the  responsible 
management  of  one  or  more  of  its  members,  and  that  if 
selected  to  defend  the  cup,  these  conditions  must  continue  to 
exist  imtil  after  the  conclusion  of  the  match. 

It  is  proper  to  add  that  m  their  selection  of  a  vessel,  the 
committee,  in  accordance  with  the  custom  which  has  always 
been  observed,  would  reserve  to  themselves  absolute  freedom 
to  designate  that  vessel  which,  in  their  judgment,  is,  under 
all  the  circumstances,  best  adapted  for  the  purpose.  The 
result  of  the  trial  races  will  not  be  considered  as  necessarily 
conclusive,  and  the  committee  \vill  regard  themselves  as  at 
liberty  to  consider  or  not,  at  their  discretion,  the  evidence 
furnished  by  performances  of  the  respective  vessels  prior  to 
the  trial  races. 

The  committee  believe  that  they  are  expressing  the 
unanimous  sentiment  of  the  New  York  Yacht  Club  in  saying 
that  the  appearance  of  the  Independence  as  a  competitor  for 
the  honor  of  defending  the  cup  would  be  very  heartily  wel- 
comed. They  are  not  forgetful  of  the  distinguished  part 
which  Boston  yachtsmen  have  taken  in  these  events  in  the 
past,  and  are  anxious  to  extend  to  the  Independence  every 
possible  courtesy  consistent  with  the  duty  of  the  club  as 
trustee  of  the  America's  cup. 

Respectfully  yours. 


[  308  ] 


Lewis  Cass  Ledyard, 

Chairman  of  Committee. 


^THE  AMERICA'S  CVP  [-90.] 

Boston,  April  25th,  1901. 
Commodore  Lewis  Cass  Ledyard, 

ChaiTynan  of  Committee,  A'ew  York  Yacht  Club. 

Sm  :  Your  letter  of  23d  inst.,  wherein  you  make  clear  to 
me  the  desire  and  intention  of  your  club  in  regard  to  the  se- 
lection and  sailing  of  the  vessel  which  will  defend  the 
America's  cup,  was  duly  received  and  I  thank  you  for  the 
information  which  you  have  so  fully  and  plainly  given  to  me 
about  the  rules,  regulations  and  customs  which  must,  by  the 
deed  of  gift  precedents,  and  decisions  of  your  club,  control 
the  entire  match  from  the  beginning  of  the  trial  races  to  the 
conclusion  of  the  match.  I  also  thank  you,  and,  through  you, 
all  the  members  of  your  club,  for  your  kindly  expressions  in 
regard  to  the  Independence  and  Boston  yachtsmen. 

That  there  may  be  no  misunderstanding  ui  this  matter, 
which  is  one  of  great  moment  to  us,  who  have  exerted  every 
effort  and  have  been  actuated  by  only  one  desire,  namely,  to 
create  a  boat  w^hich  all  Bostonians  would  be  proud  of,  I  ask 
the  privilege  of  briefly  reviewing  your  letter. 

Your  committee  is  correctly  informed,  I  own  the  Inde- 
pendence ;  she  is  of  the  same  class  as  the  Constitution, 
Columbia,  and  Shamrock  II.,  and  I  built  her  for  the  purpose 
of  offering  her  as  a  defender  of  the  cup.  My  understanding 
of  the  deed  of  gift  is  in  accordance  with  your  committee's, 
that  "it  is  not  open  to  contests  between  individuals,  but  a 
match  can  be  sailed  only  between  the  challenging  club  on  the 
one  hand,  and  the  club  holding  the  cup,  on  the  other,"  and 
that  "the  vessel  selected  to  defend  the  match"  must  be 
"made  the  representative  of  the  challenged  club."  "The 
challenged  club  is  made  responsible  for  the  vessel  defending 
the  cup  and  for  her  management  and  conduct  during  the 
match." 

I  believe  as  does  your  committee  "  that  no  club  can  justly 
assume  such  responsibilities  unless  it  be  vested  with  corre- 
sponding authority  and  control  over  the  vessel  by  which  it  is 
represented  and  for  the  conduct  of  which  it  is  responsible." 
And  I  also  believe  with  your  committee  that  your  club  should 
be  vested  with  authority  and  control  and  that  the  vessel 
representing  your  club  should  during  the  entire  match  and 
until  its  conclusion  be  absolutely  under  the  management  and 
control  of  your  club,  and  I  do  not  see  how  in  fairness  to  all 
who  have  any  right  to  any  interest  in  the  great  contest  for  the 
cup,  your  committee  could  do  otherwise  than  to  rule  that  all 
vessels  which  enter  the  trial  races  must  be  prepared  to  have 
your  club  absolutely  manage  and  control  them  at  all  times 
until  the  conclusion  of  the  match,     i  entirely  agree  that  it  is 

[  309  ] 


[.90.]  THE  LAWSON  HISTORY 

only  right  and  fair  that  your  committee  "  reserve  to  theni- 
selves  absolute  freedom  to  designate  that  vessel  which,  in  their 
judgment  is,  under  all  the  circumstances,  best  adapted  for  the 
purpose,"  and  that  "the  result  of  the  trial  races  will  not  be 
considered  as  necessarily  conclusive,  and  the  committee  will 
regard  themselves  as  at  liberty  to  consider  or  not,  at  their 
discretion,  the  evidence  furnished  by  performances  of  the 
respective  vessels  prior  to  the  trial  races." 

I  therefore  ask  that  the  Independence  be  allowed  the 
honor  of  defending  the  cup  if  on  the  fair  and  wise  judgment 
of  your  committee  she  demonstrates  she  is,  everything  con- 
sidered, the  best  boat  for  that  purpose  ;  and  I  pledge  myself  if 
die  Independence  is  selected  to  defend  the  cup  to  give  to  the 
New  York  Yacht  Club  absolute  control  and  management  of 
her  until  the  conclusion  of  the  match. 

In  my  anxiety  to  hurry  this  matter  along  to  a  conclusion 
that  will  be  satisfactory  to  every  one  interested,  I  have  imme- 
diately upon  the  receipt  of  your  letter,  and  without  opportunity 
to  consult  with  Mr.  Crowninshield  or  any  of  the  other  Boston 
gendemen  who  are  to  sail  the  Independence,  thus  briefly 
answered  it.  At  the  first  opportunity  I  will  lay  it  before  them 
and  have  little  doubt  but  they  will  endorse  my  views. 

Again  thankmg  you,  your  committee  and    your  club  for 

your  courteous  attention,  and  assuring  you  that  I  know  you 

will  deal  with  the  entire  subject  in  that  broad  spirit  of  true 

sportsmanship  for  which  your  club  is  famed,  believe  me,  sir. 

Yours  very  truly, 

Thomas  W.   Lawson. 

New  York  Yacht  Club, 
41   West  44th  Street,   New  York, 
April  30th,  1901. 
Thomas  W.   Lawson,  Esq_.,  Boston,  Mass. 

Sir  :  The  committee  of  the  New  York  Yacht  Club  upon 
the  challenge  of  the  Royal  Ulster  Yacht  Club,  to  whom  I 
have  submitted  your  letter  of  April  25th,  desire  me  to  express 
to  you  their  gratification  at  learning  that  the  Independence 
will  lie  offered  as  a  competitor  m  the  trial  races,  under  the 
conditions  communicated  to  you  in  my  letter  of  the  23d 
instant. 

In  reviewing  my  letter,  you  omitted  to  call  attention  in 
specific  terms  to  the  condition  that  the  vessel  must  be  quali- 
fied to  fly  the  flag  of  the  New  York  Yacht  Club  —  but  I 
assume  from  your  cordial  assent  to  the  conditions  in  general, 
diat  the  omission  is  inadvertent. 

[310] 


of  THE  AMERICA'S  CVP  [-90.] 

I  am  requested  to  inform  you  that  the  committee  will  be 
glad  to  receive  the  entry  of  the  Independence  for  the  trial 
races,  when  she  shall  have  been  qualified  under  their  ruling. 

Should  she  before  the  trial  races  be  qualified,  under  the 
rules  of  the  club,  to  enter  club  events,  there  will  be  a  number 
of  occasions  on  which  she  can  meet  the  Constitution  and 
Columbia,  and  thus  enjoy  equal  facilities  with  those  vessels 
for  getting  her  crew  thoroughly  trained  and  disciplined  and 
the  vessel  herself  in  the  best  possible  form. 

The  committee  has  no  other  desire  than  that  tlie  Sham- 
rock II.  should  meet  the  very  best  boat  this  country  can 
produce.  Respectfully  yours, 

Lewis  Cass  Ledyard, 

C/iaimian  of  Committee. 


Boston,  May  1st,  1901. 
Commodore  Lewis  Cass  Ledyard, 

Chairman  of  Committee,  JVexv  York  Yacht  Club. 

Dear  Sir  :  Your  letter  of  April  30th  was  received  to-day. 
In  reviewing  your  letter  of  the  23d  ultimo  I  purposely  omitted 
calling  your  attention,  in  specific  terms,  to  the  condition 
contained  therein,  that  the  vessel  must  be  qualified  to  fly  the 
flag  of  the  New  York  Yacht  Club.  I  did  not  know  what 
your  club  would  hold  to  be  the  necessary  qualifications  to 
enable  the  Independence  to  fly  your  club  flag,  but  I  was  satis- 
fied your  committee  would,  at  a  time  and  in  a  way  they 
deemed  best,  convey  to  me  this  knowledge,  which  I  could  in 
no  other  way  obtain,  and  in  pledging  myself  to  give  to  your 
club  absolute  control  and  management  of  the  Independence, 
should  she  be  selected  by  your  committee  to  defend  the  cup, 
I  felt  I  had  covered  beyond  all  possibility  of  misunderstanding, 
any  and  all  requisite  details  ;  but  as  you  are  good  enough,  in 
the  letter  just  to  hand,  to  invite  my  views  on  this  point,  I 
will  give  them  to  you  frankly,  asking  only  that  your  com- 
mittee will  receive  them  in  the  same  spirit  in  which  they  are 
sent. 

In  asking  your  committee  to  accept  the  entry  of  the 
Independence  for  the  trial  races,  I  would  remind  you,  we 
agree  upon  five  essential  points  :  I  am  the  sole  owner  of  the 
Independence  ;  I  am  not  a  member  of  your  club  ;  your  club 
is  unanimous  in  its  desire  to  have  the  Independence  a  compet- 
itor ;  I  desire  to  have  her  compete,  and  consent  to  have  your 
club  absolutely  control  and  manage  her  until  the  conclusion  of 
the  match.  It  is  my  opinion  that  in  giving  to  j-our  club  the 
absolute  management  and  control  of  the  Independence,  I  cover 

[311] 


[-9°.]  THE  LAWSON  HISTORY 

the  condition  that  she  "must  be  qualified  to  fly  the  flag  of 
the  New  York  Yacht  Club."  As  I  understand  such  matters 
your  club's  power  as  to  who  or  what  shall  fly  its  flag  is 
supreme  ;  you  can  qualify  the  owTier  of  the  Independence  to 
fly  it,  or  you  can  qualify  the  Independence  without  me  by 
having  her  entrusted  to  your  club  by  charter  or  by  loan. 

If  your  committee  will  inform  me  at  its  earliest  conven- 
ience what  steps  it  will  be  necessary  for  me  to  take  to  qualify 
the  Independence  to  enter  the  trial  races  and  the  club  events 
to  which  you  refer,  I  assure  you  I  will  appreciate  it,  as  I 
realize  it  may  be  essential  to  her  success  that  she  enjoy  the 
same  facilities  for  "  tuning-up "  as  the  Constitution  and 
Columbia. 

Again  thanking  you  for  your  courteous  attention,  believe 
me. 

Yours  very  truly, 

Thomas  W.   Lawson. 


41  West  44th  Street,  New  York, 
May  10th,  1901. 
T.  W.   Lawson,  Esq., 

Dear  Sir  :  Your  letter  of  the  1st  inst.  would  have  been 
answered  before,  but  I  have  been  unable,  until  to-day,  to 
procure  a  meeting  of  the  committee. 

The  question,  what  qualifications  are  necessary  to  enable 
a  vessel  to  fly  the  flag  of  the  club,  must  be  determined  by  the 
constitution  and  by-laws  of  the  New  York  Yacht  Club. 

There  are  two  methods  in  which  a  yacht  may  be  thus 
qualified  :  First,  by  being  enrolled  in  the  name  of  one  or  more 
members  of  the  club  and  registered  on  the  club's  records  in 
the  name  of  such  member  or  members  ;  second,  by  being 
chartered  to  a  member  or  members  for  a  period  of  not  less 
than  two  months.  Under  the  first  of  these  methods  she 
becomes  entitled  to  all  clui)  privileges  which  any  vessel  can 
have,  including  the  right  to  enter  all  club  events.  Under  the 
second,  she  acquires  the  right  to  enter  the  squadron  runs 
upon  the  annual  cruise,  but  no  other  club  races.  She  would, 
however,  under  the  ruling  of  the  committee,  communicated 
to  you  in  my  former  letter,  be  entitled,  if  thus  chartered,  to 
enter  the  America's  cup  trial  races. 

Either  of  these  courses  is  open  to  the  Independence  ;  but 
you  will  perceive  that  the  adoption  of  the  former  would  give 
her  a  complete  equality  of  privilege  with  the  Constitution  and 
Columbia  as  far  as  concerns  preliminary  opportunities  for 
tuning  up  and  comparison,  the  importance  of  which,  to  those 

[312] 


of  THE  AMERICA'S  CVP 


[1901] 


interested    in    her   success,   the  committee  fully  recognizes, 
that  could  not  be  obtained  by  resorting  to  a  charter. 

Sliould  you  desire  either  to  put  the  Independence  in  the 
name  of  a  member,  or  to  charter  her  to  a  member,  of  course 
the  selection  of  such  member  would  be  a  matter  for  your  own 
personal  choice,  and  the  arrangement  made  would  be  one 
wholly  between  you  and  the  member  selected  by  you.  The 
club  itself  could  neither  charter  nor  borrow  a  vessel  for  this 
purpose.  Its  control  over  the  general  conduct  of  the  vessel 
selected  to  defend  the  match  as  its  representative  is  acquired 
through  the  fact  that  the  individual  who  is  responsible  for  her 
management,  by  owaiership  of  record  or  by  charter,  is  a 
member  of  the  club  and  subject  to  its  jurisdiction. 
Respectfully  yours, 

Lewis  Cass  Ledyard,  Chairman. 

The  correspondence  showed  clearly,  and  beyond  the  possibility 
of  other  interpretation  : 

First :  The  New  York  Yacht  Club  was  the  sole  custodian  of 
the  cup  ; 

Second  :  A  challenge  had  been  received  and  accepted,  and  a 
contest  was  to  take  place  which  necessitated  the  defending  of  the 
cup  by  an  American-built  and  owned  ship  ; 

Third  :  It  was  the  desire  of  the  New  York  Yacht  Club  that 
the  best  American  boat  be  selected  to  defend  the  cup,  and  that  in 
its  selection  all  American-built  and  owned  boats  should  have  equal 
chance  ; 

Fourth  :  The  America's  cup  committee  of  the  New  York  Yacht 
Club,  with  full  knowledge  that  I  was  not  a  member  of  the  New 
York  Yacht  Club  ;  that  I  refused  to  become  a  member  while  the 
contest  was  on  ;  that  I  was  building  a  boat  for  the  sole  purpose 
of  offering  her  as  a  cup  defender  ;  that  the  boat  was  in  every  way 
eligible  to  defend  the  cup  ;  that  it  could  not  be  tuned  up  or  got 
into  condition  for  cup  defence  unless  allowed  to  sail  trials  with 
the  only  other  American  boats  of  like  class,  which  were  controlled 
by  the  New  York  Yaclit  Club,  voluntarily  opened  correspondence 
with  me  for  the  sole  purpose  of  inviting  me  to  take  part  in  the 
cup  defence  ; 

Fifth  :  Any  boat,  selected  to  defend  t^e  cup,  must  be  under 
the  full  and  absolute  control  of  the  New  York  Yacht  Club,  during 
the  entire  time,  from  the  beginning  until  the  end  of  the  match, 
because  the  management  and  control  of  the  match  had  been 
vested  in  the  New  York  Yacht  Club  by  the  deed  of  gift,  only 
through  which  the  cup  as  an  international  trojihy  could  exist. 

Sixth  :  The  New  York  Yacht  Club  w-  aid  under  no  circum- 
stances  allow  me,  or  any  American   not  a  member  of  the   New 

[  313  J 


[90.]  THE  LAWSON  HISTORY 

York  Yacht  Club,  to  take  any  part  in  the  defence  of  tlie  cup  —  it 
would  allow  no  American  other  than  the  members  of  its  own  club 
to  take  part  even  in  a  trial  race  which  properly  should  be  held  for 
the  purpose  of  ascertaining  whether  other  American  built  boats, 
belonging  to  Americans  who  were  not  members  of  its  club,  were 
better  boats  —  better  boats  to  defend  the  cup  —  than  any  owned 
by  members  of  its  own  club. 

The  correspondence  clearly  showed  : 

First  :  I  recognized  that  the  New  York  Yacht  Club  was  the 
sole  custodian  of  the  cup,  and,  under  the  deed  of  gift  by  which 
the  cup  existed  as  an  international  trophy,  that  some  responsible 
American  yachting  organization  must  have  full  custody  of  the  cup; 

Second  :  At  a  time  when  I  was  not  a  member,  and  would 
under  no  circumstances  become  a  member,  I  had  built  a  ship 
solely  for  the  purpose  of  defending  the  cup  ; 

Third  :  I  was  willing  to  do  everything  necessary  to  have  my 
boat  take  part  in  the  cup  defence  ;  (By  the  custom  of  selecting 
a  defender  the  trials  had  become  a  part  of  the  cup  defence)  ; 

Fourth  :  I  not  only  recognized  the  right  of  the  New  York 
Yacht  Club  to  have  full  and  absolute  control  of  the  ship  or  ships 
taking  part  in  the  cup  defence  at  all  times  during  the  match,  but 
I  recognized  the  necessity  and  fairness  of  such  condition  ; 

Fifth  :  If  my  ship  was  allowed  any  part  in  the  defence,  I 
would  give  absolute  control  of  her  during  the  entire  match  to  the 
New  York  Yacht  Club  or  to  any  man,  men  or  organization  they 
might  appoint ; 

Sixth  :  I  was  anxious  to  be  shown  any  way  by  which  my  ship 
could  take  part  in  die  match  ; 

Seventh  :  It  was  absolutely  in  the  power  and  control  of  the 
New  York  Yacht  Club  to  qualify  the  Independence  while  owned 
by  me,  or  anj-  American  boat  while  owned  by  any  American  not  a 
member  of  the  New  York  Yacht  Club,  to  take  part  in  the  cup's 
defence  ; 

Eighth  :  I  would  under  no  circumstances  admit  the  right  of  the 
New  York  Yacht  Club,  or  anyone,  to  say  that  a  cup,  rightly  named 
"America's,"  and  belonging  to  all  Americans,  could  not  be 
defended  by  an  American  built  ship  belonging  to  any  American 
regardless  of  his  membership  in  any  club. 

The  correspondence  clearly  showed  through  its  entire  course, 
from  its  opening  to  the  club's  final  announcement  of  its  decision, 
that  both  sides  were  courteous,  and  only  the  pleasantest  feeling 
prevailed  —  that  is,  so  far  as  the  correspondence  shows. 

The  correspondence  clearly  showed  that  there  was,  in  fact,  no 
misunderstanding  on  either  side  ;  that  from  the  beginning  the 
committee  had  no  intention  of  allowing  me  any  part  in  the  cup 
defence  ;   that  while  they  were  willing  to  allow  a  boat  built  by  me 

[314]' 


of  THE  AMERICA'S  CVP  [-90.] 

to  take  part,  they  would  only  allow  it  when  it  belonged  in  some 
way,  at  the  time  it  took  part,  to  a  member  of  the  club  ;  that  from 
the  beginning,  while  I  was  anxious  to  do  everythmg  necessary  to 
have  my  boat  take  part,  I  would  under  no  circumstances  place  her 
in  a  position  w  here  it  could  be  said  at  the  time  she  took  part ' '  She 
now  belongs  in  some  way  to  a  member  of  the  New  York  Yacht 
Club,  and  if  she  had  not  been  qualified  by  the  admission  that  no 
American  other  than  a  member  of  the  New  York  Yacht  Club  had 
a  right  to  take  part  in  the  defence  of  a  cup  belonging  to  all  Ameri- 
cans, she  would  not  have  been  allowed  to  take  part." 

The  correspondence  clearly  showed  it  was  begun  on  the  part 
of  the  committee  with  the  defined  purpose  of  compelling  me  to 
admit  that  the  cup's  custodians  possessed  the  right  to  say  what  kind 
of  an  American  could  take  part  in  the  cup's  defence,  or  to  pay  the 
penalty  of  refusing  to  make  such  an  admission  by  having  my  boat 
barred  ;  that  their  correspondence  was  most  carefully  planned  and 
conducted  by  astute  lawyers,  who  from  the  beginning  had  in  mind 
the  time  when,  upon  my  refusal,  they  would  make  the  same 
public,  as  they  subsequently  did,  and  by  calling  attention,  as  they 
subsequently  did,  to  their  fair  intentions  as  evidenced  by  the  clos- 
ing paragraphs  of  the  first  two  letters,*  forestall  the  public  indig- 
nation they  were  auare  their  unsportsmanlike  and  un-American 
acts  would  create. 

When  the  arrangement  for  the  opening  of  the  correspondence 
between  myself  and  the  club  was  made  by  the  club's  committee 
it  was  distincdy  understood  and  agreed  between  us  that  no  part 
of  the  correspondence  should  be  given  to  the  press  without  the 
consent  of  both  parties. 

This  agreement  was  adhered  to  for  a  time,  and  the  public  had 
no  intimation  that  negotiations  were  on  foot,  but  continued  its 
controversy  on  the  merits  of  the  question  ;  until  suddenly  there 
appeared  in  the  press  of  New  York  a  statement,  given  "  on 
authority,"  that  the  New  York  Yacht  Club  had  been  in  corre- 
spondence with  me,  and  had  decided  to  bar  the  Independence. 

When  it  became  apparent  to  me,  from  the  publication  of  these 
facts,  that  faith  had  been  broken  and  the  Independence  was  barred 
from  taking  part  in  the  cup  defence,  I  issued  the  following  notice  : 

Apparently  the  reason  for  Independence  no  longer  exists. 
Apparently  she  cannot  enter  the  trial  races  for  the  selection 

*  Closing  paragraph  of  first  letter  :  in    the    past,    and    are    anxious    to    extend    to    the 

"  The  committee  believe  that  they  are  express-  Independence  every  possible  courtesy  consistent  with 

ing  the    unanimous   sentiment   of  the  New   York  the   duty  of  the  club  as  trustee  of  the  America's 

Yacht  Club   in   saying   that  the  appearance   of  the  cup." 

Independence    as    a    competitor     for    the    honor  of  Closing  paragraph  of  second  letter  : 

defending  the  cup  would  be  very  heartily  welcomed.  "  The  cor^   .ittee   has  no  other  desire  than  that 

They  are   not    forgetful    of   the   distinguished    part  the  Shamroclc  II.  should   meet  the  very  best  boat 

which  Boston  yachtsmen  have  taken  in  these  events  this  country    can   produce." 

[315] 


[.90.J  THE  LAWSON  HISTORY 

of  a  vessel  to  defend  the  America's  cup,  nor  can  she,  if  she 
is  the  best  American  vessel,  have  the  honor  of  defending  the 
cup. 

For  a  number  of  weeks  there  has  been  correspondence 
between  the  New  York  Yacht  Club  and  myself  on  the  subject 
of  Independence  being  allowed  to  take  part  in  the  cup 
defence. 

This  correspondence  started  with  a  courteous  letter  from 
the  club,  informing  me  that  the  cup  racing  committee  of  the 
club  believed  they  were  expressing  the  unanimous  sentiment 
of  the  New  York  Yacht  Cluii  in  saying  that  the  appearance  of 
Independence  as  a  competitor  for  the  honor  of  defending  the 
cup  would  be  heartily  welcomed. 

From  start  to  finish  the  New  York  Yacht  Club  has  ex- 
pressed a  desire  to  be  fair  and  just,  but  has  been  unchange- 
ably firm  in  its  position  that  by  either  the  deed  of  gift,  the 
constitution  and  by-laws,  or  the  rules,  regulations  and  cus- 
toms of  the  club,  the  Independence  could  take  no  part  in  the 
trial  or  cup  races  unless  I  gave  up  my  ownership  of  her  to  a 
member  of  the  club. 

I  conceded  that  the  New  York  Yacht  Club  should  have 
absolute  management  and  control  of  my  boat ;  that  she  should 
sail  under  the  club's  regulations  ;  that  while  in  such  absolute 
control  the  club  might  fly  its  own  flag  or  any  flag  it  might 
choose  over  Independence,  and  I  agreed  to  bind  myself  to  do 
all  those  things  they  requested  that  were  possible  for  an  owner 
to  do  ;  but,  of  course,  I  was  unchangeable  in  my  position  that 
under  no  circumstances  would  I  give  to  any  individual  that 
which  in  every  way  belongs  to  me. 

It  is  not  for  me  to  criticise  the  position  of  the  New  York 
Yacht  Club,  nor  have  I  any  desire  to  do  so.  I  can  only  regret 
that  the  deed  of  gift  of  the  America's  cup,  or  the  constitution, 
by-laws,  rules,  regulations  or  customs  of  the  New  York  Yacht 
Club  make  it  impossible  for  the  Independence,  which  I  believe 
is  as  good  a  boat  as  either  Columbia  or  Constitution,  to  race  ; 
but  it  is  for  me  to  comment  on  the  fact  that  if  the  position 
taken  by  the  New  York  Yacht  Club  is  tenable,  and  a  fair  way 
cannot  be  found  out  of  this  difficulty,  and  others  like  it  that 
may  arise,  the  existence  of  the  America's  cup  is  a  menace  to 
manly  sport,  as  it  tends  to  belittle  and  narrow  international 
yachting,  compelling  as  it  does  those  who  wish  to  take  part 
in  it,  if  they  be  Americans  and  not  members  of  the  New- 
York  Yacht  Club,  to  do  things  which  fair  sportsmen  should 
not  be  called  upon  to  do. 

I  trust  that  sportsmen  in  passing  judgment  on  this  un- 
fortunate aflair  will  give  due  consideration  to  the  things  which 

[316] 


n 


^THE  AMERICA'S  CVP  [-90.] 

liave  influenced  the  New  York  Yacht  Club  in  making  its  de- 
cision, for  it  may  be  that  the  members  of  the  New  York 
Yacht  Club,  like  myself,  are  circumscribed  by  conditions  over 
which  they  have  no  control. 

As  the  matter  stands,  the  New  York  Yacht  Club  cannot  see 
its  way  clear  to  allow  the  Independence  to  start  in  the  trial 
races,  and  consequently  in  the  races  for  the  cup  defence,  unless 
I  transfer  my  ownership  of  the  Independence,  which  under 
no  circumstances  will  I  do,  although  I  will  intrust  the  boat 
to  the  New  York  Yacht  Club,  or  any  committee  or  individual 
the  New  York  Yacht  Club  may  decide  upon,  in  any  way  the 
club  may  elect. 

If  it  cannot  be  settled  definitely  within  a  few  days  that 
Independence  has  somethmg  to  exist  for,  I  shall  allow  her 
merits  to  remain  untested,  and  do  all  in  my  power  to  obliter- 
ate any  evil  effects  that  may  have  come  to  the  grand  sport 
of  yachting  through  anythuig  connected  with  this  unfortunate 
episode. 

On  May  18th,  without  notifying  me,  the  New  York  Yacht 
Club  sent  for  the  reporters  of  the  New  York  papers  and  gave  them 
the  correspondence  for  publication,  it  aj^pearing  on  the  following 
morning  in  full,  with  sensational  headlines,  and  editorial  comment, 
in  nearly  every  daily  newspaper  in  America  and  many  in  Europe  ; 
while  several  of  the  club's  members  figured  in  interviews  express- 
ing their  opinions  on  the  correspondence  and  the  issues  involved. 

In  the  heated  popular  discussion  following  the  publication  of  the 
correspondence  thus  given  the  press,  the  act  of  giving  out  which 
publicly  showed  for  the  first  time,  officially,  the  intentions  of  the 
club,  much  was  written  of  a  senseless  or  baseless  nature,  having 
for  an  end  the  clouding  of  the  real  issue.  Reports  were  printed 
of  threats  which  it  was  stated  I  had  made,  and  an  ultimatum 
which  the  committee  had  given  me  during  the  negotiations,  while 
garbled  extracts  were  presented  from  the  correspondence  in 
progress  between  the  committee  and  myself  subsequent  to  that 
which  actually  defined  the  status  of  Independence,  and  is  given 
here  ;  which  latter  not  only  tells  the  whole  story,  but  tells  it  in  a 
simple,  direct  way  that  could  not  possibly  be  misunderstood  or  be 
given  an  obscured  meaning  unless  for  the  deliberate  purpose  of 
misleading. 

Much  was  printed  to  the  effect  that  both  the  committee  and 
myself  at  different  times  backed  and  filled  or  changed  ground,  and 
that  the  barring  of  the  Independence  was  because  of  this  or  that 
language  used  in  the  correspondence  or  verbal  negotiations  ;  but  all 
such  was  without  foundation,  as  the  conespondence  shows.  At 
no  time  did  the  committee  depart  from  its  position  :    "  No  Ameri- 

[317] 


[■v°]  THE  LAWSON  HISTORY 

can  other  than  a  member  of  the  New  York  Yacht  C'hib  shall  have 
any  part  in  the  cup  defence,"  and  never  from  the  time  1  decided 
to  build  the  Independence  until  her  last  plates  had  been  separated 
one  from  another  did  I  by  word,  act  or  intention  depart  from  my 
resolution  that  if  she  took  part  in  the  cup's  defence  she  must,  at 
the  time  she  took  part,  be  in  fact  (and  be  known  to  all  to  be)  the 
proj)erty  of  her  riglitful  o\\  ner,  and  absolutely  in  liis  control,  imless 
she  was  in  the  control  of  some  other  w  ho  had  been  selected  solely 
because  the  New  York  Yacht  Club,  the  rightful  custodian  of  the 
cup,  had  formally  asked  me  to  have  him  selected,  because  in  its 
judgment  the  best  interests  of  the  cup's  defence  demanded  such 
selection. 

In  the  voluminous  correspondence  which  followed  the  final 
announcement  of  the  committee's  decision,  made  at  the  start,  to 
bar  Independence,  in  which  both  sides  freely  and  in  old-fashioned 
language  expressed  their  opinion  of  each  other's  contention,  several 
solutions  of  the  difficulty  were  proposed  and  rejected,  and  the 
public  at  certain  stages  were  led  by  self-elected  sooth-sayers  into 
seeing  the  controversy  in  a  false  light  ;  but,  in  fact,  in  no  part  of 
the  correspondence,  nor  in  the  verbal  negotiations,  did  either  side 
depart  from  its  contention  for  the  principles  involved,  principles 
clearly  imderstood  from  the  first  by  both  sides.  At  one  stage  the 
club's  friends  tried  to  make  capital  out  of  my  acceptance  of  the 
committee's  proposal  that  I  present  my  boat  to  the  club  by  charter, 
but  it  was  ca])ital  which  dissolved  in  thin  air  when  brought  into 
daylight. 

1  did  offer  to  present  my  boat  to  the  club,  or  to  any  committee, 
or  individual,  outright,  by  loan  or  charter,  or  in  any  way  the  club 
decided  was  best  for  the  cup's  defence,  provided  the  club,  as  custo- 
dian of  the  America's  cup,  asked  me  to  do  so,  and  gave  as  their 
reason  :  they  had  in  the  exercise  of  their  trusteeship  of  the  cup 
decided  its  proper  defence  required  it.  I  informed  the  committee 
I  cared  not  what  form  or  language  they  used  in  their  request,  but 
that  they  must  do  something,  as  trustees,  which  woidd  show  by 
record  the  reason  for  my  parting  \\  ith  my  boat  —  which  Avould 
clearly  show  the  reason  was  not  because  I  acknowledged,  "  No 
American  other  than  a  member  of  the  New  York  Yacht  Club  has  a 
right  to  take  part  in  the  defence  of  an  international  cup,  rightly 
named  America's  and  belonging  to  all  Americans." 

But  the  committee  refused  every  offer  made  by  me,  because 
none  contained  the  admission,  "  No  American  other  than  a  member 
of  the  New  York  Yacht  Club  is  possessed  of  a  right  to  take  any 
part  in  the  America's  cup  defence." 

The  committee  in  taking  the  stand  they  did  publicly  stated 
they  did  so  because  of  powers  conferred  by  the  new  deed  of  gift, 
but  they,  like  all  other  yachtsmen   who  had  studied  the  original 

[318] 


o/THE  AMERICA'S  CVP  [.90.] 

deed  of  gift,  knew  that  after  the  origmal  deed  had  been  executed 
the  America's  cup  belonged,  not  to  the  New  York  Yacht  Club 
outright,  but  to  the  New  York  Yacht  Club  as  trustee  ;  diat  the 
beneficiaries  of  its  trust  were  all  the  people  of  the  United  States, 
and  that  the  so-called  deed  of  gift  of  1882,  and  the  deed  of  1887, 
would  have  no  more  standing  before  any  competent  tribunal  than 
so  much  blank  paper,  because  they  came  into  existence  only 
through  one  of  the  original  parties  to  the  trust,  who  arbitrarily 
said,  (and  his  unquestionaI)ly  fair  intentions  could  have  no  bearing 
on  the  validity  of  die  act,)  "  I  take  back  from  you,  all  die  people 
of  the  United  States,  that  which  was  given  to  you  by  myself  and 
four  others,  since  deceased,  and  I  do  so  without  obtaining  your 
consent." 

The  contention  that  the  new  deed  of  gift  would  stand  if 
properly  questioned  is  so  puerile  that  the  most  rabid  advocate  of 
high-handed  methods  in  die  New  York  Yacht  Club  never  pretended 
any  other  defence  than,  "We  have  done  it,  and  who  can  undo 
it?  —  no  one  but  the  courts,  and  no  sportsman  would  appeal  to 
the  courts  on  a  matter  of  sport." 

I  was  strongly  urged  by  many  good  sportsmen,  both  American 
and  English,  including  scores  of  active  members  of  the  New  York 
Yacht  Club,  to  ask  the  courts  for  a  decision,  but  it  was  so  repug- 
nant I  could  not  bring  myself  to  do  so  ;  and  I  also  had  reason 
to  believe  that  such  a  move  on  my  part  would  immediately  be  met 
by  the  committee  asking  the  club  to  throw  up  its  trusteeship, 
an  act  which  could  have  had  only  a  disastrous  effect  upon  the 
sport. 

The  statement  that  my  refusal  to  liecome  a  member  of  the 
club  left  the  committee  no  other  alternative  than  their  decision, 
because  if  the  Independence,  owned  by  an  American  not  a  mem- 
ber of  their  club,  won  the  cup,  it  would  ijecome  the  property  of  the 
Hull-Massachusetts  Yacht  Club,  had  no  sound  basis,  for  although 
this  should  have  been  the  fair  and  sportsmanlike  result  of  a  suc- 
cessful defence  by  my  boat,  my  clui)  offered  to  waive  any  riglits  it 
might  acquire  through  victory. 

I  pointed  out  to  the  committee  several  simple  solutions  of  tlie 
difficulty,  the  one  most  feasible  and  in  every  way  fair  being  : 
"The  committee,  as  custodians  of  the  cup,  recjuest  the  owner 
of  the  Independence,  in  the  best  interest  of  its  defence,  to  tiuii 
his  vessel  over  to  any  indi\  idual  or  set  of  individuals,  members 
of  the  New  York  Yacht  Club,  this  club  may  select,  for  the  trial 
races,  and,  if  chosen,  for  the  match."  It  was  the  opinion  of  a 
majority  of  the  members  of  the  New  York  Yacht  Club  that  this 
should  be  done,  but  the  syndicated  end  of  the  club  would  not 
allow  even  consideration  to  such  a  propoMtion,  because  with  my 
boat,  or  the  boat  of  any  independent  American,  defending  the  cup, 

[319] 


[■90.]  THE  LAWSON  HISTORY 

even  though  managed  absolutely  by  men  selected  l)y  the  commit- 
tee, the  methods  then  employed  by  the  New  York  Yacht  Club  in 
the  America's  cup  contests  would  probably  have  become  things  of 
the  past. 

When  the  American  public  and  European  yachtsmen  became 
fully  convinced  that  the  club  clique  had  determined  at  any  cost  to 
carry  out  their  programme  for  using  the  cup  for  their  own  ends, 
there  was  a  burst  of  public  indignation  unprecedented  in  the  annals  of 
sport.  The  press  of  two  continents  debated  the  stand  taken  by  the 
New  York  Yacht  Club  with  extreme  warmtli,  and  as  a  whole  con- 
demned it  unqualifiedly.  Important  American  journals  of  every 
section  of  the  country  called  on  the  club  to  recede  from  its  position 
for  the  good  of  the  sport,  and  in  deference  to  decency.  The  jYfxv 
York  /fo/-/f/ characterized  the  club's  attitude  as  "  unsportsmanlike, 
un-American";  the  Chicago  Gazette  referred  to  the  "hair-trig- 
ging masters  of  marine  etiquette"  in  the  club,  whose  acts  were 
"chilling  the  patriotism  of  builders  of  cup-defenders";  the 
Chicago  'J rihiine  spoke  of  "the  insulting  suggestion  that  unless 
Independence  is  under  the  direction  of  a  club  member  '  we  have 
no  guarantee  that  the  rules  of  yacht  racing  will  be  obej^ed '  "  ; 
the  Chicago  Inter-Oeean  asserted  the  club  displayed  "a  hoggish 
spirit,  a  dog-in-the-manger  policy";  the  Philadelphia  Inquirer 
said,  "  We  would  rather  see  the  cup  cross  the  water  than  remain 
here  under  the  slightest  suspicion  of  unfairness"  ;  the  Baltimore 
Ameriean  spoke  of  "  the  snobbery  of  a  yacht  club  "  ;  the  Savannah 
Express  of  "New  York's  monopoly"  ;  the  St.  Paul  Dispatch  of 
cuteness  more  proper  in  Wall  street  than  among  a  compau}'  of 
gentlemen"  ;  and  the  Rochester,  N.  Y.  Post-E.vpress  of  the  club's 
"  scheming  about  to  find  some  pretext  to  exclude  Mr.  Lawson  "  ; 
while  the  St.  James  Gazette.,  most  dignified  of  English  papers,  said  : 
"It  is  the  United  States,  not  a  particular  club.  Sir  Thomas  Lipton 
has  challenged"  ;  and  thus  on  through  a  list  of  papers  reaching 
into  the  thousands.  The  editorials  from  which  these  quotations 
are  made,  as  well  as  many  others  of  like  tenor,  are  given  in  the 
appendix  of  this  work,  as  an  illustration  of  the  deep  public  feeling 
in  the  question,  reflected  by  the  press. 

The  public  foimd  some  small  relief  in  the  hope  that  Sir 
Thomas  Lipton  would  give  the  Independence  a  race  or  series  of 
races,  as  he  had  practically  agreed  to  do  ;  and  the  belief  that  if  the 
owners  of  the  New  York  Yacht  Club  boats  could  be  forced  into 
meeting  Independence  outside  the  trial  races,  but  before  the 
cup  contest,  and  she  should  prove  victorious,  public  opinion  Avould 
compel  the  club  to  abandon  its  position.  But  the  American 
public  did  not  know  the  power  of  the  class  whose  repre- 
sentatives were  responsible  for  the  existing  conditions.  I  did, 
and  I  knew  the  struggle  was   yet   to  come.     I  had  no  hope  of 

[  320  ] 


of  THE  AMERICA'S  CVP  ['90.] 

a  race  with  the  knightly  tradesman.  I  also  foresaw  a  tremendous 
effort  to  compel  the  Newport  Yacht  Racing  Association  to  bar  the 
Independence,  but  knowing  the  sportsmen  who  composed  it,  I  felt 
the  attempt  would  be  fruitless. 

It  will  be  well  here  to  call  the  sportsman's  attention  to  the 
correspondence  of  this  association  and,  by  contrasting  it  with 
that  of  the  New  York  Yacht  Club,  point  a  lesson  in  sportsman- 
ship which  should  not  be  lost  on  those  who  were  led  to  believe 
by  the  outcome  of  the  Independence  episode  that  American 
sports  were  degenerating.  A  comparison  of  the  smart  legal  docu- 
ments of  the  New  York  Yacht  Club,  which  would  lead  one  to 
believe  they  pertained  to  a  negotiation  for  a  loan  on  family  jewels, 
with  the  open,  manly,  sportsmanlike  letters  of  the  Newport  Yacht 
Racing  Association  should  be  instructive  as  well  as  edifying,  par- 
ticularly when  it  is  borne  in  mind  that  the  New  York  Yacht 
Club  was  in  a  position  to  be  without  hindrance  fair  and  manlj-, 
while  the  Newport  Yacht  Racing  Association  was  in  an  ex- 
tremely trying  position  —  a  new  club  composed  of  men  c;hiefly 
members  of  the  New  York  Yacht  Club,  having  social  and  busi- 
ness relations  with  the  members  of  the  America's  cup  commit- 
tee of  the  club,  as  well  as  with  the  owners  of  the  Constitution  and 
Columbia. 

The  Newport  Yacht  Racing  Association  not  only  refused  to  bar 
the  Independence,  but  insisted  on  the  other  boats  giving  her, 
in  addition  to  the  races  they  had  agreed  to,  another  set  at  a  time 
when  it  required  even  more  courage  to  insist  upon  fair  play. 

The  correspondence  between  the  association  and  myself  was 
as  follows  : 

22  West  57th  Street,  New  York. 
March  7th,  1901. 
Thomas  W.  Lawson,  F^Qj, 
Boston,  Mass. 
Dear  Sir  :   The  Newport  Yacht  Racing  Association  wish 
to  give  a  handsome  prize  for  a  race  for  the  cup  defender  class 
off  Newport  at  the  first  opportunity,  when  all  the  three  boats 
are    ready    to    race.      If  this    is    agreeable   to  jou,    will  you 
inform  me  of  your  choice  of  dates,  and  greatly  oblige. 
Yours  respectfully, 

Ralph  N.  Ellis. 


Boston,  March  14th,  1901. 
Mr.  Ralph  N.  Ellis, 

N'eivpoii  Racing  Association. 
Dear  Sir  :    Yours    of   March    7.h    received.     I    will    be 
pleased  to  enter  the  Independence  in  any  races  your  asso- 

[  321  ] 


['90.]  THE  LAWSON  HISTORY 

elation  arrange,  and  any  dates  you  decide  upon  that  will  be 
agreeable  to  the  other  boats  will  suit  me. 

We  expect  to  be  in  racing  trim  by  the  middle  of  June, 
and  any  racing  we  can  get  as  soon  after  that  time  as  is  possi- 
ble we  shall  be  very  thankful  for,  as  our  lack  of  a  trial  vessel 
makes  some  kind  of  racing  previous  to  the  trial  races  almost 
a  necessity. 

Thanking   your  association  for  its  offer,   which  I  assure 
you  we  all  appreciate,   I  beg  to  remain. 
Yours  very  truly, 

Thomas  W.  Lawson. 


22  West  57th  Street,  New  York. 
April  23d,  1901. 
Thomas  W.  Lawson,  Esc^.  , 

Boston,  Mass. 
Dear  Sir  :  I  have  only  now  been  able  to  fix  upon  feasible 
dates  for  the  races  that  the  Newport  Yacht  Racing  Associa- 
tion are  to  offer  for  the  cup  defender  class.  The  dates  we 
have  selected  for  the  races  at  Newport  are  July  2d,  4th  and 
6th.  It  will  not  be  a  series  of  races,  but  three  separate 
events.  I  hope  these  dates  will  be  agreeable  to  you,  as 
they  are  to  Mr.  Duncan,  as  under  the  circumstances  it  will 
be  very  difficult  to  find  other  dates.  Hoping  to  hear  favorably 
from  you,  I  remain. 

Very  truly  yours, 

Ralph  N.  Ellis. 

Boston,  April  26th,  1901. 
Mr.  Ralph  N.  Ellis, 

22  JFest  51th  St.,  New  York. 
Dear  Sir  :  Your  letter  of  the  23d  inst.  came  to  hand  during 
my  absence,  and  to-day  I  telegraphed  you  as  follows  :  "  Your 
letter  received  during  my  absence.  Dates  entirely  satisfac- 
tory. Write  you  to-night."  I  herewith  confirm  same.  The 
dates  you  have  selected  —  July  2d,  4th  and  6th  —  could  not 
have  been  better  for  us,  and  your  conditions,  three  separate 
races  instead  of  a  series,  are  equally  satisfactory. 

Therefore  consider  the  Independence  entered  for  all  three 
races. 

Again  thanking  you  and  your  association  for  your  cour- 
teous attention,  and  wishing  you  every  success  possible  for 
the  season,   believe  me. 

Yours  very  truly, 

Thomas  W.  Lawson. 
[322] 


of  THE  AMERICA'S  CVP  ['9°.] 

22  West  57rH  Street,  New  York. 
April  26th,  1901. 
Thomas  W.  Lawson,  Escj_., 

Boston,  J\/(is.i. 
Dear  Sir  :  Your  telegram  of  the  26th  inst.  is  received.  I 
am  glad  to  know  that  these  dates  are  satisfactory  to  you.  To 
explain  to  you  better  my  position,  I  am  the  chairman  of  the 
old  Newport  Yacht  Racing  Association,  which  is  about  to  be 
reorganized  and  incorporated,  and  the  management  of  these 
races  will  be  under  the  new  committee  which  will  be  appointed. 
The  races  will  be  held  under  the  rules  of  the  New  York 
Yacht  Club,  but  the  details  of  the  conditions  cannot  be  pui)- 
lished  until  the  committee  is  organized.  Each  race  will  be  a 
separate  event,  and  not  one  of  a  series. 
Very  truly  yours, 

R.\LPH  N.  Ellis. 


Boston,  June  7th,  1901. 
Mr.   Ralph  N.   Ellis, 

22  /rest  51th  Street,  J\ew  York. 
Dear  Sir  :  If,  because  of  the  unfortunate  accident  to 
the  Constitution,  or  for  any  other  reason,  your  association  de- 
cides to  change  the  dates  of  the  three  races  I  have  entered 
the  Independence  for,  you  are  free  to  do  so,  so  far  as  my 
boat  is  concerned,  as  I  shall  be  pleased  to  bring  her  to  New- 
port and  sail  her  against  either  the  Constitution  or  Columbia 
or  both  at  any  time,  upon  notification  from  you  a  few  days  in 
advance.     Believe  me, 

Yours  very  truly, 

Thomas  W.   Lawson. 


22  West  57th  Street,   New  York. 
June  8th,  1901. 
Thomas  W.   Lawson,  Esq^,, 

Dear  Sir  :  Your  favor  of  the  7th  inst.  is  received.  Mr. 
Duncan  expects  to  be  ready  for  the  Newport  Yacht  Racing 
Association  dates,  as  arranged,  viz.  :  July  2d,  4th  and  6th. 
Should  he  not  be  able  to  do  so,  I  will  notify  you  at  the  earliest 
opportunity.  In  the  meanwhile  I  shall  consider  the  Independ- 
ence entered  for  those  races. 

Very  truly  yours, 

R.\lph  N.   Ellis. 
[323] 


[■90.]  THE  LAWSON  HISTORY 

22  West  57rH   Street,   New  York. 
June  11th,  1901. 
Thomas  W.   Lawson,   Eso_.  , 
Bostoji,  Jlfa.ss. 
Dear  Sir  :      I  beg  to  inform  you  that  the  races  for  the 
cup  defender  class  to  be  sailed  off  Newport  on  July  4th,  6th, 
and  8th,  have  been  changed  to  July  6th,  8th,  10th,  and  12th. 
Very  truly  yours, 

C.   E.   Lester, 
Ass'ista n t  St'ovtary , 
Newport  Yacht  Racing  Association. 

Boston,  June  12th,  1901. 
Mr.   C.   E.    Lester, 

Assistant  Secii'tary,  JVcwpoii  Yacht  Racing  Association. 
Dear  Sir:  Your  letter  of  the  11th  inst.  is  received.  I 
note  that  you  say  the  races  for  the  cup  defender  class  given 
by  your  association,  to  which  I  have  already  made  entry 
through  your  president,  Mr.  Ellis,  have  been  changed  to  July 
6th,  8th,  10th,  and  12th.  These  dates  will  be  satisfactory 
to  me.  I  shall  have  the  Independence  in  readiness  for  the 
same.     Believe  me 

Yours  very  truly, 

Thomas  W.  Lawson. 

While  the  arrangements  for  the  races  mentioned  in  this  cor- 
respondence were  being  perfected,  Independence  was  receiving 
her  maiden  trials  in  Massachusetts  bay,  and  despite  the  fact  that 
she  was  sadly  out  of  balance,  because  of  her  fin  being  too  far  aft, 
her  scow  form  gave  her  phenomenal  speed,  which,  it  was  hoped, 
would  offset  her  irremedial  defects  in  design,  if  the  yacht  could  be 
given  proper  trials  against  suitable  vessels,  and  get  enough  races 
afterwards  to  assure  her  of  a  thorough  tuning  up. 

Efforts  were  made  to  secure  a  vessel  of  her  class  to  sail  with 
her  in  her  preliminary  tests,  but  none  could  be  found.  Defender, 
cup-defence  vessel  of  1895,  was  for  sale,  and  we  purchased  her 
provisionally  ;  but  it  was  found  she  was  fit  only  for  the  junk-pile, 
owing  to  corrosion  in  her  hull.  General  Paine  placed  Jubilee 
at  our  disposal,  but  as  she  had  lain  several  years  at  Lawley's, 
afloat  and  uncovered,  it  was  found  she  could  not  be  put  in  proper 
condition  to  serve  for  our  purpose. 

As  trial  vessels  Independence  had  for  a  few  short  brushes  in 
Massachusetts  bay  two  yachts  generously  placed  at  our  disposal  by 
their  owners,  the  large  schooner  Hildegarde,  owned  by  Mr.  George 
W.   Weld,  and   the   seventy-foot   sloop   Athene,  owned  by  Mr. 

[  324] 


of  THE  AMERICA'S  CVP  [.90.] 

William  O.   Gay  ;    but   as   neither  of  these   vessels   was  in   her 
class,   their  services  were  of  little  practical  value. 

Independence  stood  in  need  of  more  extended  and  careful  trials 
than  any  of  the  ninety-footers  ever  built,  owing  to  the  experimental 
nature  of  her  design,  and  defects  in  her  construction.  She  re- 
ceived less. 

The  building  and  sailing  of  vessels  of  this  class  is  at  best  a 
game  of  chance.  Pared  away  here  and  there  to  the  last  degree 
consistent  with  even  a  moiety  of  safety,  in  order  to  lessen  weight  ; 
built  of  material  no  thicker  than  a  dinner  plate,  that  one  might  al- 
most drive  a  boat-hook  through  at  a  single  blow  ;  equipped  with 
towering  spars  built  hollow  of  steel  plate  or  wood  shell  ;  weighted 
far  below  the  hull  w  ith  eighty  tons  or  so  of  lead  —  what  wonder 
that  these  vessels  are  almost  an  unknown  quantity  as  regards  their 
powers  when  they  leave  the  hands  of  their  builders  ? 

Independence  was  the  product  of  a  new  designer,  without 
data  gained  by  experience  to  guide  him,  and  in  one  vital  point 
she  proved  deficient.  Her  interior  bracing  was  too  light  to  prop- 
erly support  her  overhangs,  with  the  result  that  the  vessel 
strained  and  leaked,  and  at  the  end  of  a  season  was  good  only 
for  the  scrap-heap.  In  model  the  boat  contained  elements  that 
made  for  phenomenal  speed  under  certain  conditions,  and  with 
even  a  small  part  of  what  sailor-men  love  to  call  luck,  she  would 
have   made  a  far  better  showing  than  she  did. 

But  luck  was  not  with  her.  Her  career  was  curiously  marked 
with  mishaps  and  hardships,  and  strangely  enough  she  always 
seemed  just  within  reach  of  better  things. 

On  her  trial  trips  in  Massachusetts  bay  her  steering-gears 
proved  bad.  We  had  no  private  dock  large  enough  to  take  her 
out  for  a  change  of  rudders,  and  it  was  only  through  the  courtesy 
of  the  then  secretary  of  the  navy,  John  D.  Long  and  the  late 
Admiral  William  T.  Sampson,  then  commandant  of  the  Charles- 
town  navy  yard,  that  we  were  enabled  to  dock  her  north  of  Cape 
Cod. 

The  trip  of  Independence  around  Cape  Cod,  with  several  Bos- 
ton amateurs  of  the  advisory  committee  of  yachtsmen  on  board, 
including  Messrs.  C.  H.  W.  Foster,  Edward  N.  Horton  and 
Arthur  Parker,  and  her  designer  in  charge,  resulted  in  damage 
to  her  hull  that  blighted  her  career  then  and  there. 

She  was  sent  around  the  cape  in  tow  on  a  day  when  she  should 
have  lain  at  anchor,  and  throughout  the  trip  made  hard  weather 
in  a  short,  vicious  sea,  causing  her  to  leak  badly ;  while  men  stood 
by  her  tenders  on  deck  ready  to  put  them  over  and  abandon  her  if 
it  was  found  she  could  not  be  kept  a.'^oat  ;  and  on  three  occasions 
it  was  thought  the  moment  had  arrived  for  such  action.  Bull- 
dog pluck  and  courage  saved  the  dav,  but  so  difficult  was  her  pas- 

[  325  ] 


[.90.]  THE  LAWSON  HISTORY 

sage  that  in  one  part  of  it  only  five  miles  were  made  in  four  hours' 
towing,  behind  a  powerful  tug,  in  the  narrow  channel  between 
Shovelfull  light-vessel  and  Handkerchief  Shoal.  Had  there  been 
sea  room  to  proceed  under  sail  at  this  point  the  vessel  would  have 
gone  along  without  damage. 

As  a  result  of  this  treatment  the  yacht's  floor  forward  was 
pounded  up  until  there  was  a  decrease  of  one  and  one  half  inches 
in  the  headroom  forward  for  a  distance  of  eight  frames.  From 
about  eighteen  inches  on  either  side  of  the  centre-line  of  the  hull 
to  the  turn  of  the  bilge,  plates  and  frames  were  sprung  upward 
about  one  inch.  This  pulled  rivets  on  seams  and  butts,  and  while 
they  still  held,  there  was  a  resultant  leakage  in  a  sea  way. 

This  damage  was  caused  by  the  insufficient  support  given  the 
forward  part  of  the  vessel  by  the  truss  construction  of  rods  and 
struts  with  which  her  bow  was  strengthened.  (This  construction 
is  described  in  detail  in  another  chapter.)  The  fore  and  aft 
diagonal  steel  rods  running  fi'om  the  mast-step  to  within  one 
station  of  the  bow  snapped  like  pipestems.  The  tubular  upright 
struts  buckled  and  snapped,  and  the  consecjuent  disarrangement 
of  the  distribution  of  strain  resulted  in  the  bending  of  the  vessel's 
interior  vertical  keel  ;  while  the  collapse  of  its  supports  caused 
the  bow  to  work  badly. 

An  attempt  was  made  to  hold  the  worst  of  the  leaks  in  check 
by  plugging  or  "shimming"  the  seams  inside,  but  this  was  of 
litde  avail,  owing  to  continuous  straining.  A  pump  was  kept 
going  fifteen  minutes  on  and  fifteen  oft'  from  Handkerchief  to  the 
Vineyard. 

When  under  sail  next  day,  going  to  New  London,  the  vessel 
leaked  less,  but  the  pump  was  kept  going  fifteen  minutes  every 
hour,  throwing  at  the  rate  of  3000  gallons  of  water  an  hour. 

On  the  yacht's  arrival  at  New  London  Capt.  Haft' reported  to 
me  by  telephone  to  Newport  that  she  could  not  be  repaired  in  time 
for  the  Newport  races  —  that  the  repairs  \vould  take  weeks.  I 
ordered  him  to  rush  the  repairs  night  and  day,  and  bring  her  to 
the  line  if  she  sunk  before  crossing. 

Repairs  were  rushed  therefore  with  the  greatest  possible 
speed.  The  broken  and  bent  ties  and  braces  in  the  yacht's  hull 
were  removed  and  replaced,  the  rods  with  others  of  double  size, 
and  the  tubular  struts  with  angles  of  double  weight.  The  rivets 
in  die  forebody  were  tightened  where  loose,  and  die  seams  where 
there  were  leaks,  the  worst  of  w  hicli  a\  as  wliere  the  fin  joined  the 
hull,  were  calked. 

It  was  found  on  the  vessel's  being  launched  that  die  leak  had 
not  been  stopped,  and  in  her  first  races  off  Newport  Independence 
sailed  with  her  fin  full  of  water  to  within  a  foot  of  the  top.  This 
extra  weight,   and  the  mobility  of  the  water,  noticeably  deadened 

[326  1 


^THE  AMERICA'S  CVP  [-90.] 

and  deranged  the  vessel's  movements,  and  put  her  entirely  out  of 
proper  racing  form. 

No  one  except  those  connected  with  the  yacht  knew  at  first  of 
this  condition  of  affairs,  as  it  was  considered  better  to  bear  the  ill 
than  reveal  it  by  pumping  in  a  race,  which  might  have  directed 
harsh  public  criticism  at  the  beginning  of  her  career  against  the 
vessel's  designer  and  builders. 

After  Independence's  second  race  at  Newport  (which  see)  a 
force-pump  was  sent  aboard  the  yacht  from  the  steam-yacht 
Dreamer,  and  was  rigged  up  with  piping  obtained  from  Providence, 
being  installed  on  the  cabin  floor,  with  the  pipe  led  through  the  laz- 
arette,  and  thence  up  to  the  deck  when  it  was  necessary  to  pump. 

In  the  last  two  July  races,  when  the  water  began  to  show 
above  the  lead  in  the  fin  the  pump  was  started,  and  each  time 
was  kept  going  about  twenty  minutes.  This  took  place  every 
two  hours.  The  pump's  throw  was  at  the  rate  of  between  3500 
and  4000  gallons  an  hour. 

The  worst  leak  continued  to  be  where  the  fin  joined  the  hull. 
Here  the  plates  had  been  thinned  to  a  feather-edge,  and  they  failed 
to  hold  together.  The  water  came  aboard  in  such  volume  that  it 
could  be  heard  plainly  running  under  the  cabin  floor  boards.  Vari- 
ous efforts  were  made  bj'  dift'erent  means  to  stop  the  leak,  but 
none  availed.  It  was  lessened  somewhat  by  the  application  of  a 
patch,  or  poultice,  as  large  as  the  bottom  of  a  bucket,  made  by 
soaking  oakum  in  red  lead.  This  was  held  on  the  leak  with  a 
brace  wedged  under  a  floor  timber. 

On  the  vessel's  second  trip  to  New  London  for  fixing  up,  the 
number  of  vertical  braces  in  her  hull  forward  was  doubled,  angle- 
iron  being  vised  instead  of  pipe.  There  were  also  put  in  twelve 
extra  diagonal  angle  braces  forward,  from  the  deck  at  the  centre- 
line to  the  bilge-stringers  ;  while  all  the  old  braces  forward  were 
replaced  with  new  and  heavier  ones.  The  yacht  was  thus  practi- 
cally rebuilt  inside.  A  locomotive  patch  was  put  on  the  leak  at 
the  fin,  butt  straps  forward  were  replaced  with  heavier  ones  taking 
double  rows  of  rivets,  and  an  intercostal  keelson  was  placed  half 
way  from  the  keel  to  die  bilge-stringer  on  each  side  for  twelve 
frame  spaces,  forward.  All  loose  rivets  were  removed  and  new 
ones  substituted,  and  the  new  forward  fin,  or  skeg,  (mentioned 
elsewhere),  was  put  in  place. 

When  the  vessel  started  in  her  second  and  last  series  of  races 
it  was  found  she  did  not  leak  so  much,  and  was  firmer  in  her  for- 
ward overhang,  but  her  stern  low  began  to  give  trouble.  The 
braces  abreast  and  forward  of  the  rudder-post  buckled,  as  men- 
tioned in  another  chapter,  and  were  stiffened  after  being  straight- 
ened with  a  maul,  by  anchor-stocks  and  capstan-bars  lashed  to 
them.     The  stern  of  the  vessel  worked  so  badiv,  however,  that 

[  327  ] 


[■90.]  THE  LAWSON  HISTORY 

during  her  last  race  three  men  were  required  at  the  wheel  to  steer 
her,  owing  to  the  binding  of  her  rudder-head  at  the  deck.  When 
the  yacht  lay  down  the  braces  to  leeward  buckled  and  those  to 
windward  straightened  out  ;  on  the  other  tack  those  which  had 
buckled  straightened,  and  the  others  bent  into  crescents. 

With  such  handicaps,  with  her  balance  wrong,  and  with  mis- 
erable headsails,  it  is  to  be  wondered  at  that  Independence  made 
the  showing  she  did  ;  and  with  more  racing  most  of  her  defects 
undoubtedly  could  have  been  remedied. 

Independence  was  managed  in  her  earlier  races  by  Charles 
Francis  Adams  2d,  of  Boston,  and  in  her  last  two  races  by  Dr. 
John  Bryant  of  Boston. 

For  the  benefit  of  designers,  builders,  yachtsmen  and  students 
of  yacht  architecture,  all  available  facts  about  the  building  of 
Independence  are  given  in  this  book  as  carefully  as  possible.  No 
such  facts  have  ever  before  been  made  public  in  connection  with  a 
yacht  of  the  cup  class,  and  these  must  prove  of  inestimable  value  to 
all  who  wish  to  profit  by  the  hard-earned  experience  of  others,  both 
by  seizmg  what  is  good  and  avoiding  the  errors  that  had  a  part  in 
the  building  and  equipping  of  Independence. 

Independence's  existence  was  so  brief  that  her  name  never 
appeared  in  any  yachting  annual  or  shipping  register.  She  was 
enrolled  in  but  one  club,  the  Hull-Massachusetts,  and  she  flew  the 
flag  of  that  club,  with  the  private  signal  of  her  owner,  a  white 
bear  on  a  blue  field. 

At  the  conclusion  of  the  races  at  Newport,  which  proved  to  be 
the  last  and  only  ones  the  Independence  ever  engaged  in,  every 
one  connected  with  her  felt  they  had  been,  through  the  sportsman- 
ship of  the  Newport  Yacht  Racing  Association,  amply  repaid  for 
all  she  had  cost  in  care  and  labor  by  being  i^rought  into  contact  with 
that  type  of  the  true  American  sportsman  "which  stood  four- 
square to  all  the  winds  that  blew." 

During  our  long  stay  in  Newport  harbor  the  most  charming 
and  thoughtful  courtesy  was  shown  all  connected  with  the  Inde- 
pendence by  the  members  of  the  association.  In  addition,  they 
gave  to  me  personally,  to  my  steamer,  the  Dreamer,  to  the  people 
on  all  my  other  boats,  to  my  friends  and  sailor-men,  every  facility 
in  their  power,  and  during  the  races  they  did  those  things  which 
only  true  sportsmen  know  how  to  do  to  turn  trying  times  into  merry 
sporting  events. 

But  for  influences  the  animus  of  which  was  evident  to  even 
the  man  in  the  street.  Independence  might  have  had  a  few  more 
races  than  the  Newport  Y.  R.  A.  provided  her  with.  The  Larch- 
mont  Yacht  Club  held  a  special  series  of  races  for  ninety-footers, 
as  previously  mentioned,  and  Independence  was  not  invited  to  sqil 
in  them,  as  the  club  was  plaving  Polonius  to  the  New  York  Yacht 

"[328] 


^  OF  TMt 

I    UNIVERS!  : 


^THE  AMERICA'S  CVP  [.90.] 

Club's  Hamlet,  and  to  it  the  weasel  easily  became  very  like  a 
whale.  The  right  of  the  club  to  invite  whomsoever  it  pleased  to 
sail  under  its  auspices  was  undisputed,  and  no  regret  was  felt, 
under  the  circumstances,  because  its  lack  of  breadth  led  it  to  bar 
Independence. 

On  the  other  hand  a  club  which  desired  to  see  the  Boston  ves- 
sel have  fair  play  was  obliged  to  abandon  its  projected  races  for 
ninety-footers  because  of  the  influence  mentioned. 

This  was  the  Indian  Harbor  Yacht  Club  of  Greenwich,  Conn., 
which  on  May  4th,  1901,  through  Mr.  Frank  Bowne  Jones, 
chairman  of  its  regatta  committee,  extended  to  me  an  invitation  to 
enter  Independence  for  a  race  in  Long  Island  Sound,  to  be  sailed 
under  the  auspices  of  the  club  for  the  cup-defender  class  on  a 
day  in  the  latter  part  of  June,  to  be  selected.  The  date  subse- 
quently fixed  was  June  27th,  but  the  race  was  put  off  owing  to 
the  dismasting  of  Constitution,  which  it  was  believed  would  be 
entered.  On  August  5th  I  was  informed  the  race  would  be  sailed 
August  24th,  provided  I  would  start  Independence.  My  reply  was 
that  I  should  be  pleased  to  start  Independence  on  the  date  named. 
I  next  received  the  following  letter  from  Mr.  Jones  : 

Indian  Harbor  Yacht  Club,  Greenwich,  Conn. 
August  8th,  1901. 
Thomas  W.  Lawson,  EsqR., 

33  State  St.  Boston. 
Dear  Sir  :  We  beg  to  acknowledge  receipt  of  your 
telegram  of  the  5th  inst.  replying  to  our  telegram  to  you 
asking  if  you  would  start  Independence  in  a  race  for  90- 
footers  under  the  auspices  of  our  club  on  the  24th  inst. 
We  wish  to  express  our  appreciation  of  j^our  willingness  to 
start  the  yacht  in  the  proposed  race,  but  regret  extremely 
to  state  that  we  have  just  been  informed  bv  Mr.  Morgan 
that  he  cannot  arrange  to  start  Columbia  and  we  are  also 
informed  that  Mr.  Duncan  cannot  enter  Constitution.  We 
judged  from  a  conversation  that  we  had  with  Mr.  Duncan  at 
Newport  a  short  time  since  that  he  would  start  Constitution 
if  we  gave  a  race  on  the  date  named  and  we  therefore 
endeavored  to  arrange  it.  You  will  understand  that  this 
proposed  race  was  intended  as  a  postponement  of  the  event 
that  we  had  scheduled  for  June  27th  last,  to  which  30U 
were  invited,  and  for  which  the  other  yachts  were  entered, 
and  which  we  were  compelled  to  postpone  owing  to  the 
accident  to  the  Constitution.  As  neither  of  these  yachts  will 
now  start  in  the  proposed  race,  we  are  compelled,  much 
to  our  regret,  to  call  the  event  off  and  we  have  telegraphed 
you  this  morning  accordinglv.      The  annual  regatta  of  this 

[  329  ] 


[^90.]  THE  LAWSON  HISTORY 

club  will  be  held  on  the  17th  inst.,  for  which  we  cordially 
invite  you  to  enter  Independence,  though  we  cannot  assure  you 
a  competitor  in  her  class.  We  trust  that  we  have  not  put 
you  to  any  inconvenience  and  beg  again  to  express  our 
thanks  to  you  for  your  acceptance  of  our  invitation  to  race 
Independence.  Yours  very  truly, 

Frank  Bowne  Jones,    Chairman. 

After  the  finish  of  the  racing  at  Newport,  with  which  ended 
Independence's  racing  career,  the  press  of  the  country,  the  public 
and  yachtsmen  with  hardly  an  exception  agreed  upon  three 
points  : 

First  :  The  Independence  had  serious  defects,  caused  almost 
entirely  by  the  great  rush  in  which  she  was  designed  and  built 
and  lack  of  proper  tuning  up  ; 

Second  :  That  with  her  defects  remedied  she  would  have 
been  the   fastest  yacht  afloat ; 

Third  :  That  she  should  in  all  fairness  and  in  the  best  interests 
of  the  sport  have  been  given  more  races  with  boats  of  her  class. 

I  did  everything  possible  to  secure  a  race  or  series  of  races 
for  her  with  any  or  all  the  boats  of  her  class  then  afloat,  the 
Shamrock  I.  and  Shamrock  II.,  the  Columbia  and  Constitution.  I 
even  off"ered  to  keep  her  in  commission  beyond  the  season  of 
1901  provided  I  was  assured  she  would  have  an  opportunity  of 
racing  against  all  or  any  of  the  above  boats. 

When  I  became  convinced  it  would  be  impossible  for  her  to 
secure  another  race,  and  that  there  was  absolutely  no  reason  for 
keeping  her  afloat,  I  gave  orders  that  she  be  broken  up. 

Independence  was  in  commission  exactly  three  months.  Her 
sails  were  hoisted  for  the  first  time  off"  Boston  light  June  3d,  and 
on  September  3d  they  were  lowered  for  the  last  time,  in  the  same 
locality.  The  work  of  breaking  up  the  yacht  began  as  soon  as 
she  went  out  of  commission,  and  in  a  month  a  pile  of  metal  in  a 
corner  of  a  boat-shop  at  Lawley's  yard  was  all  that  remained  of 
her  hull.  Photographs  of  the  yacht  show  her  appearance  two 
weeks  after  the  work  of  demolition  began.  After  all  spars,  rig- 
ging and  fittings  had  been  removed  from  the  vessel,  and  the  loose 
lead  ballast  had  been  taken  out,  she  was  beached,  as  shown  in 
the  pictures  referred  to,  presented  herewith;  and  the  cement,  shot 
and  pig-lead  in  her  fin  were  removed.  Then  the  work  of  backing 
out  rivets  began.  Each  rivet  necessarily  was  removed  separateh', 
and  as  fast  as  a  plate  was  liberated  from  the  frame  it  was  lifted 
ashore  and  put  on  the  scrap-pile. 

At  last  nothing  remained  of  the  yacht  but  the  body-frames, 
like  the  bones  of  a  giant  fish  on  the  beach.  These  finally  were 
severed  from  the  keel-trough  casting,  and  the  heavy  casting  itself 

[  330  ] 


iW!i»Sr^-a^^ 


of  THE  AMERICA'S  CVP  ['9=1] 

was  drawn  ashore,  leaving  nothing  suggesting  a  jacht  in  the  place 
where  the  great  bronze  hull  was  first  beached. 

No  attempt  was  made  in  taking  the  Independence  apart  to  pre- 
serve the  material  from  her  with  a  view  to  future  use  in  a  yacht. 
She  was  as  dead  a  ship  as  any  wrecked  by  the  sea,  and  nothing 
that  came  from  her  hull  could  be  used  again  in  a  yacht  unless 
worked  over  in  foundry  and  rolling-mill. 

Those  journals  which  for  months  had  been  acting  as  mouth- 
pieces for  the  New  York  Yacht  Club  endeavored  to  mislead  the 
public  by  asserting  that  my  order  to  break  up  Independence  was 
the  act  of  a  man  filled  with  petulant  disappointment.  No  thinking 
person  could  have  been  deceived  by  these  statements,  for  I  did 
not  order  her  to  be  broken  up  until  after  I  had  given  public  notice 
that  I  would  continue  to  keep  her  in  commission  if  anyone  could 
give  me  a  reason  for  doing  so.  All  yachtsmen  were  agreed  that 
even  after  she  had  been  deprived  of  the  opportunity  of  engaging 
in  the  cup  contest,  Independence,  if  given  races  with  vessels  of 
her  class,  would  have  exercised  a  beneficial  effect  on  yacht  build- 
ing, by  demonstrating  the  practical  value  of  the  scow  type  in  a 
ninety-foot  cutter  through  comparison  with  the  types  then  in  exist- 
ence.     But  this  was  not  to  be. 

As  soon  as  the  syndicated  powers  behind  the  New  York  Yacht 
Club  were  assured  the  Independence  would  not  further  interfere 
with  their  schemes,  they  made  a  herculean  effort  to  stimulate 
interest  in  the  coming  contest. 

Following  closely  upon  the  announcement  that  the  Independ- 
ence was  to  be  broken  up,  the  public  of  America  and  Europe 
were  startled  to  read  sensationally-worded  statements  in  the  daily 
press  to  the  effect  that  Shamrock  II.  was  so  sure  of  winning  the 
cup  match  enormous  pools  of  money  had  been  subscribed  by 
yachtsmen  of  Great  Britain  to  wager  even  or  at  odds  of  two 
to  one  against  the  American  boat.  This  "news"  described  in 
minute  detail  how  prominent  Englishmen  had  left  for  America 
with  letters  of  credit  for  large  amounts,  how  they  were  met 
when  they  landed  in  New  York  by  prominent  Americans  ;  and 
after  giving  the  names  of  both  Englishmen  and  Americans,  wound 
up  with  the  information  that  legal  documents  covering  the  entire 
transaction  were  being  drawn,  and  the  wagers  would  be  deposited 
with  prominent  banks. 

This  information  was  followed  in  a  few  days  with  the  details 
of  a  first  bet  of  $400,000  having  been  actually  made,  and  the 
names  of  the  Americans  concerned,  and  the  banks  that  held  the 
stake,  were  given.  Included  in  these  names  were  those  of  two 
Pittsburg,  Pa.,  bank  presidents. 

This  announcement  astounded  yachtsmen  everywhere,  and 
great  was  the  speculation  as  to  the  surprises  Shamrock  had  in 

[331] 


[■90.]  THE  LAWSON  HISTORY 

store.  This  excitement  was  intensified  by  Sir  Thomas  J.  Lipton 
making  a  public  statement  that  he  was  satisfied  beyond  a  doubt 
of  the  Shamrock's  abihty  to  win. 

The  whole  transaction  of  the  bettmg  was  such  a  palpable  fraud 
on  the  public  that  yachtsmen  who  had  the  best  interests  of  the 
sport  at  heart  set  on  foot  an  inquiry  into  the  facts.  Twenty-four 
hours'  investigation  brought  forth  evidence  that  there  was  abso- 
lutely no  truth  in  any  of  the  statements  made.  I,  therefore,  after 
consultation  with  these  yachtsmen,  made  the  following  announce- 
ment through  the  press  : 

"  Investigation  by  yachtsmen  of  unquestioned  standing  having 
demonstrated  the  falsity  of  the  statements  being  published,  to  the 
effect  that  enormous  wagers  are  being  entered  into  between  English- 
men and  Americans  at  strong  odds  on  the  Shamrock  II.,  and  all 
true  yachtsmen  believing  the  perpetration  of  this  fraud  will  seri- 
ously damage  the  sport,  it  has  been  decided  to  do  something  that 
will  effectually  and  at  once  put  a  stop  to  this  misleading  of  the 
public. 

"  To  that  end  I  herewith  offer  to  wager  $100,000  or  $200,000 
at  odds  of  two  to  one  in  favor  of  the  American  boat,  and  as  I  am 
opposed  to  wagers  for  personal  gain,  I  herewith  agree  to  donate 
any  amounts  that  I  may  win  through  the  above  offer  to  any  public 
charity,  to  be  named  by  the  New  York  Yacht  Club  or  the  press  of 
New  York  city." 

As  soon  as  this  was  published  everyone  actively  connected 
with  the  fraud  became  panic-stricken,  and  the  principals  made 
public  confession  that  the  entire  scheme  was  an  effort  to  impose 
upon  the  public,  and  that  no  wagers  had  been  made.  Thereupon 
the  betting  odds  fell  to  their  legitimate  level,  of  from  two  to  five, 
to  one  on  the  American  boat. 

In  bringing  this  work  to  a  close  I  shall  present,  in  addition  to  a 
detailed  account  of  the  construction  and  cost  of  building  and  con- 
ducting a  modern  racer  meeting  the  requirements  of  the  cup- 
defence  class,  four  articles,  a  study  of  three  of  which,  with  the 
account  mentioned,  will  assist  the  yachtsman-student  of  the  future 
to  form  an  opinion  of  the  merits  of  the  question  :  "  Was  the  sport 
of  yachting  benefited  by  the  existence  of  the  Independence?  " 
The  fourth  will  throw  much  light  on  the  legality  of  the  deed  of 
gift,  under  which  the  New  York  Yacht  Club  acts. 

The  first  of  these  articles  is  a  description  of  the  last  race  of 
the  Independence,  by  the  veteran  yachting  writer  A.  G.  McVey, 
published  on  the  day  following  the  race  in  the  Boston  Herald. 

The  second  is  a  description  of  the  same  race  by  John  R. 
Spears,  published  in  the  JVexv  York  JForld. 

The  third  article  is  on  the  "Independence  episode,"  and  is 
by  Mr.  McVey,  one  of  the  best  equipped  writers  on  the  subject 

[332  J 


of  THE  AMERICA'S  CVP 


[1901] 


because  of  long  experience,  acquaintance  with  yachting  affairs  and 
the  men  who  conducted  them,  and  intimate  personal  association 
with  many  of  the  great  yachtsmen  of  America  and  England,  and 
particularly  with  the  representative  members  of  the  New  York 
Yacht  Club,  as  evidenced  by  the  fact  that  he  witnessed  the  New- 
port races  as  the  guest  of  Ex-Commodore  Elbridge  T.  Gerrj'  on 
his  steam-yacht  Electra,  at  a  time  subsequent  to  the  publication 
of  the  article  referred  to. 

The  fourth  is  an  important  article  on  the  legality  of  the  deed 
of  gift  of  the  America's  cup,  by  Stinson  Jarvis,  a  recognized 
authority  on  the  subject. 

In  presenting,  as  part  of  the  record  of  international  yachting 
contained  in  this  work,  my  position  in  the  important  event  in  the 
America's  cup's  history  known  as  the  "Independence  episode," 
I  can  but  say  : 

The  Independence  was  built  for  the  sole  purpose  of  engaging 
in  a  sport  supposed  by  all  to  be  free  to  all ;  for  the  sole  purpose  of 
bettering  that  sport,  and  thus  benefiting  all  \\ho  had  its  welfare 
at  heart.  It  brought  to  those  who  had  created  it  little  of  pleasure, 
and  much  of  labor  and  pain  ;  but  when  the  Independence  was  no 
more,  and  the  "  Independence  episode  "  had  passed  into  the  keep- 
ing of  history,  whose  white  light  brings  into  relief  the  work  of  all, 
those  responsible,  even  in  the  smallest  measure,  for  a  part  in  her 
creation  and  her  short  existence,  felt  they  could  truthfully  say, 
and  that  history  would  bear  them  out  : 

"Many  fallacies  were  dispelled,  which  but  for  the  'Indepen- 
dence episode  '  would  still  appear  as  truths. 

"Many  truths  long  hidden  from  the  wholesome  air  of  open 
dealing,  concealed  in  unknown  cellars  dug  beneath  the  fair 
structure  of  the  sport  of  yachting  by  men  w  hose  methods  were 
not  fellows  of  daylight  and  the  sun,  were  given  new  life  and 
brought  once  more'to  public  view  by  the  '  Independence  episode.' 

' '  The  sport  of  yachting,  international  yachting,  American 
yachting  in  particular,  is  better  because  the  creation  of  the  Inde- 
pendence compelled  the  'Independence  episode.'  " 


[  333  ] 


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[J 


THE  AMERICA'S  CVP  ['9°.] 


DATA  CONCERNING  INDEPENDENCE 
GIVEN  IN  FULL  FOR  THE  BENEFIT  OF 
YACHTSMEN:     1901.     CHAPTER   XVIII. 

jjEW  conditions  in  yacht-racing  call  for  new  men 
and  new  measures.  With  Ma3flower  the  last  of 
wood  vessels  in  the  America's  cup  defence  went 

eout  of  commission.      Volunteer  was  of  iron  —  as 
was  indeed  Mischief,  which  defended  the  cup  in 
w>— «r     1881  — but  Volimteer's  successor,  Defender,  was  a 

bronze  and  aluminum  machine,  and  she  set  the  pace 
for  a  type  of  vessel  by  which  entirely  new  fields 
of  effort  were  opened  to  designers  and  builders. 
Very  little  reliable  data  about  vessels  of  this  class  could  be 
had  previous  to  the  building  of  Independence,  as  those  possessed 
of  such  information  kept  it  to  themselves,  to  be  used  as  a  stock 
in  trade.  It  was  the  purpose  of  the  owner  of  Independence  from 
the  first  to  give  the  yachting  world  all  possible  information  about 
the  building  of  such  a  boat,  and  while  she  was  being  built  all  the 
details  of  her  construction,  lines,  etc.,  were  published,  as  the 
work  progressed,  in  the  daily  and  weekly  papers  and  jachting 
journals.  These  details  are  presented  here  in  connected  form  for 
the  first  time,  together  with  a  comprehensive  statement  of  the 
yacht's  cost,  the  whole  making  a  presentation  of  facts  never  before 
published  in  connection  with  a  yacht  of  the  cup-defence  class. 

The  cost  of  building  and  equipping  Independence,  and  keep- 
ing her  in  commission  three  months,  was  $205,034.80.  This  sum 
does  not  include  about  $10,000  expended  for  cups  and  other  prizes 
offered  for  races  in  Massachusetts  bay,  which  could  not  properly 
be  charged  as  an  item  of  expense  for  a  cup-defence  vessel  ;  nor  is 
any  account  made  of  the  expense  of  maintaining  the  steam-3-acht 
Dreamer,  her  consort.  Had  the  Dreamer  been  commissioned  solely 
for  such  a  purpose,  from  $25,000  to  $50,000  might  be  added  to  the 
above  total  on  account  of  her  maintenance,  and  expense  incidental 
thereto,  for  a  season.  This  item  is  not  counted  here,  as  the  owner 
of  Independence  and  Dreamer  used  the  steam- vacht  for  his  personal 
convenience,  and  not  primarily  as  the  consort  of  Independence. 

The  contract  for  building  Independence  was  signed  Dec. 
17th,  1900.  The  vessel's  lines  were  laid  down  in  the  mold-loft  of 
the  Lawley  yard,  the  work  beginning  Dec.  31st.  The  vessel  was 
built  at  the  Atlantic  Works,  East  Boston,  where  her  keel  was  put 
in  place  Jan.  26th,  its  base  being  a  bronze  casting,  described  else- 
where.     This  casting  was  made  at  East  Braintree,  Mass. 

[  335  ] 


[■9-]  THE  LAWSON  HISTORY 

Independence's  nickel-steel  frames  were  made  at  Phoenixville, 
Pa.,  and  bent  at  the  Atlantic  Works.  The  first  three  frames  set 
up,  sections  41,  42  and  43,  were  put  in  place  Feb.  19th,  1901. 
The  vessel  was  fully  in  frame  March  6th,  and  plating  began  at 
once.  All  her  body-plates  were  on  April  25th,  when  burnishing 
began.  Her  deck  was  laid  within  the  week.  She  \\as  launched 
May  18th,  as  previously  mentioned. 

The  contract  for  the  building  of  Independence  was  in  the 
following  form  : 

Contract  and  Outline  Specifications  for  a 
Vessel  of  the  America's   Cup   Class,    1901. 

This  contract  made  and  entered  into  this  seventeenth  day  of 
December,  1900,  between  Thos.  W.  Lawson  of  Winchester, 
Mass.,  hereinafter  called  the  owner,  and  George  Lawley  &,  Son 
Corporation  of  Boston,  Mass.,  hereinafter  called  the  builders. 

WITNESSETH  :  That  the  builders  for  and  in  consideration  of 
the  sum  of  seventy-five  thousand  dollars  ($75,000.00),  to  be  paid 
to  them  in  the  manner  hereinafter  provided,  agree  to  build  for  the 
owner  a  sailing  yacht  suitable  for  competing  in  the  trial  races  for 
the  selection  of  the  defender  of  the  America's  cup,  and  according 
to  the  plans  and  specifications  to  be  furnished  by  B.  B.  Cro\\nin- 
shield  of  Boston,  Mass.,  hereinafter  called  the  architect. 

The  builder  agrees  that  all  work  under  this  contract  shall  be 
executed  in  first  class  manner,  and  to  the  entire  satisfaction  of 
said  architect  and  owner,  and  that  said  boat  shall  be  built  with  the 
least  weight  of  material  consistent  with  requisite  strength,  and  shall 
be  built  under  cover  and  with  all  possible  dispatch.  It  is  under- 
stood that  the  builders  shall  give  the  architect  the  benefit  of  their 
employees'  experience  and  advice  as  the  work  progresses,  and  that 
during  construction  the  architect  shall  have  access  to  all  records 
and  tests  that  may  apply  to  this  yacht  \\'hich  may  at  any  time  be 
in  the  possession  of  the  builders. 

The  I)uilders  agree  that  during  construction  the  yacht  shall  be 
insured  for  the  benefit  of  the  owner  and  builders  as  their  interests 
may  appear.  The  cost  of  such  insurance  to  be  paid  by  the 
builders. 

Outline  Specifications. 
Dimensions  : 

The  general  dimensions  of  the  yacht  shall  be  as  follows  : 

Length  over  all about  140  ft. 

Length  on  the  waterline about    90  ft. 

Beam about    24  ft. 

Draft about    20  ft. 

[  336 ]    . 


of  THE  AMERICA'S  CVP 


[1901] 


Ballast  : 

The  ballast  is  to  consist  of  alwut  eighty  tons  of  lead,  more 
or  less,  stowed  or  attached  to  the  hull  as  may  be  decided. 
Stern  and  Stern-post  : 

Stern  and  stern-post  to  be  cast  of  strong  bronze  as  may  be 
called  for  by  the  design,  with  rivet  holes  drilled. 
Entire  Frame  Work  : 

The  frames,  deck-beams,  and  interior  structural  work  of 
the  boat  shall  be  constructed  of  mild  steel  of  high   tensile 
strength  and  great  ductility  ;   shapes  to  be  determined.     Parts 
will  be  riveted  together  with  best  quality  of  soft  steel  rivets. 
Plating  : 

The  yacht  will  be  wholly  plated  outside  with  Tobin  or 
manganese  bronze  plates  or  other  composition  approved  by 
the  architect.  The  strakes  shall  be  in  and  out,  and  the 
whole  riveted  up  with  Tobin  bronze  rivets.  The  outside  of 
the  plating  shall  be  kept  as  fair  and  smooth  as  possible,  and 
after  finishing  shall  be  smoothed  up  by  filing  and  polishhig  or 
other  approved  means. 
Rudder  : 

The  rudder  shall  be  made  with  bronze  stock  and  frame 
cast  in  one  piece  and  plated  on  both  sides  with  same  material 
as  hull.      Rudder  properly  hung  to  stern-post. 
Deck  : 

The  deck  beams  shall  be  thoroughly  strapped  with  light 
steel  bars  and  covered  in  with  clear  white  pine  deck  plank  in 
as  long  lengths  as  possible  to  be  obtained.  Said  plank  to  be 
fastened  to  the  deck  beams  by  brass  screws  from  beneath, 
and  to  be  thoroughly  caulked  and  payed  with  marine  glue  in 
the  usual  manner.  Should  it  be  decided  later  diat  another 
form  of  deck  is  preferable,  it  will  be  substituted  for  the  above. 
Spars : 

The  yacht  shall  be  furnished  with  steel  mast,  boom,  and 
gaff;  Oregon  pine  topmast,  bowsprit,  and  spinnaker  pole; 
six  spruce  topsail  poles  and  six  spruce  topsail  clubs  of  such 
lengths  and  sizes  as  may  be  required  ;  also  boat  booms  and 
all  other  small  spars  and  poles  that  may  be  required  to  fit  out 
the  boat. 
Spar  Iron  Work  : 

All  forgings  for  the  spars  and  rigging  are  to  be  furnished 
by  the  builders,  and  to  be  smooth  forged  of  Norway  iron  or 
mild  steel  as  may  be  required.     The  iron  work  to  be  nicely 
galvanized,  and  where  possible  all  welds  to  be  tested. 
Interior  Arrangement  : 

The   builders  are  to  fit  the  boat  up  below  deck  with  a 
large   forecastle  forward,  fitted  with  twenty-five  gas-pipe  cot 

[337] 


[>9°.]  THE  LAWSON  HISTORY 

berths,  complete  with  canvas  mats,  hanging  hooks  and  chains, 
and  stowage  lockers  for  crew.  Aft  of  this  a  large  galley 
fitted  with  sink,  ice  chest,  dressers,  shelves,  etc.,  sufficient 
for  the  necessary  cooking  for  the  crew.  Aft  of  this  two  state 
rooms,  to  be  fitted  with  two  gas-pipe  cot  berths,  hooks,  Mard- 
robes,  transom  seats,  etc.  Aft  of  these  state  rooms  a  main 
cabin  with  three  berths  on  each  side.  Sofas  in  front  of 
berths  and  dining  table.  Aft  of  main  cabin  there  will  be 
two  state  rooms  fitted  in  a  similar  way  to  other  state  rooms 
before  mentioned. 
Joiner  Work  : 

All  bulkheads  to  be  of  %-inch  white  pine  or  butternut, 
tongued  and  grooved,  and  put  together  with  screws,  so 
arranged  that  they  can  be  easily  taken  down  if  required  ;  to 
be  cleated  with  oak  cleats,  and  fastened  in  place  with  brass 
hooks  or  buttons  wherever  possible.  All  doors  to  be  fitted 
with  canvas  panels,  and  to  be  of  white  pine  or  butternut  or 
other  approved  material.  No  ceiling  will  be  required  except 
where  necessary  for  lining  lockers.  All  the  joiner  work  to 
be  of  the  simplest  and  lightest  character. 
Deck  Joiner  Work  : 

All  hatches,  companion  ways,  and  skylights  that  may  be 
required  to  be  made  of  butternut.      Skylights  to  be  made  of 
Mclntyre's  style.     All  properly  furnished  with  brass  hard- 
ware. 
Plumbing  : 

To  include  two  or  more  galvanized  tanks  of  combined 
capacity  of  about  one  thousand  gallons.  To  be  fitted  with 
all  the  necessary  swash  plates,  fill  and  vent  pipes,  hand 
holes,  etc.,  and  so  arranged  that  the  pipes  can  be  easily  dis- 
connected and  tanks  taken  out  through  the  main  hatch. 
Also  three  (3)  W.  C.'s  of  approved  make,  and  three  (3)  fold- 
ing lavatories  to  be  placed  as  directed ;  also  the  necessary 
pumps,  piping,  cocks,  etc.,  to  connect  up  the  above. 
Outfit  : 

It  is  understood  that  all  the  necessary  outfit  such  as  \\ind- 
lass,  anchors,  cables,  davits,  steerer,  steering  wheel,  lines, 
cleats,  chocks,  covers,  ring  bolts  and  eye  bolts,  etc.,  will  be 
furnished  to  make  the  yacht  complete.  They  will  be  made 
as  light  as  possible  consistent  with  strength.  The  exposed 
iron  work  to  be  gahanized,  and  all  to  be  securely  attached  or 
stowed  in  proper  place. 
Boats  : 

The  ijuilders  shall  furnish  two  cedar  tenders  built  in  lap- 
streak  manner  with  mahogany  seats.  One  shall  be  18  feet 
over  all  and  the  other   15  feet. 

[  338  ] 


I 


^    OF  TH£     ^ 

UNIVERSI' 


o/THE  AMERICA'S  CVP 


[1901] 


Painting  : 

All  steel  work  inside  to  be  painted  with  two  coats  of  best 
red  lead,  and  in  the  living  quarters  to  be  finished  with  an- 
other coat  of  such  color  as  may  be  selected  by  the  architect. 
The  topsides  of  the  yacht  to  be  finished  with  two  coats  of 
best  lead  paint,  color  as  required.  All  bright  work  about 
deck  to  be  filled  and  finished  with  best  spar  varnishes. 

It  is  the  meaning  and  intent  of  this  specification  to  cover 
the  entire  construction  of  the  yacht  as  herein  described,  with 
all  her  ajipurtenances  complete,  whether  herein  mentioned 
or  not,  with  the  exception  of  the  following  : 

Sails  ;  china  ;  crockery  ;  galley  stove  ;  cooking  utensils  ; 
linen  ;  bedding  ;  flags  ;  upholstery  ;  lights  ;  nautical  instru- 
ments, and  stores  of  all  kinds. 

In  consideration  of  the  foregoing  the  owner  agrees  to  pay 
the  builders  the  sum  of  seventy-five  thousand  dollars 
($75,000.00)   in  amounts  as   follows  : 

Ten  thousand  dollars  ($10,000.00)  upon  signing  this 
contract  ;  balance,  in  such  amounts  as  may  be  called  for  by 
the  builders  at  any  time,  it  being  understood,  however,  that 
the  sum  of  such  amounts  paid  at  that  date  will  not  exceed 
the  value  of  labor  and  material  incorporated  into  said  yacht. 

WITNESSETH  our  hands  and  seals  this  seventeenth  day  of 
December,  1900. 

Thomas  W.   Lawson. 

Geo.   Lawley  &.  Son  Corp'n, 

b)'  Geo.  F.  Lawlev,   Prest. 

Independence  was  of  the  following  dimensions  : 

Length  overall I40  ft.   Ioj4  in. 

Designed  water-line 90  ft. 

Forward  overhang 27  ft.     5  in. 

After  overhang 23  ft. 

Beam  extreme 23  ft.   II J4  in. 

Greatest  beam  at  water-line 23  ft.      5  in. 

Beam  at  forward  end  of  water-line 15ft. 

Beam  at  after  end  of  water-line 18  ft.     9  in. 

Beam  at  taffrail         1 1  ft.     8  in. 

Freeboard  at  stem-head 6  ft.  1 1  in. 

Least  treeboard 4  ft- 

Freeboard  at  taffrail 4  ft.     8  in. 

Draft 20  ft. 

Area  of  midship  section II7-9SS-  ^^• 

Area  of  water-line  plane 177'-5SS.  ft. 

Area  of  lateral  plane 772.6  sq.  ft. 

Wetted  surface »9'3-5  sq.  ft. 

Centre  of  lateral  plane  aft  forward  end  of  load  water-line ;ift.     5in. 

Centre  of  buoyancy  aft  of  forward  end  of  load  water-line 47  ft.     3  in. 

Her  displacement  was  146.75  tons,  and  her  measured  water- 
line  length  for  racing  at  Newport  in  July  89.16  feet,  and  in 
August  88.03  feet. 

[  339  ] 


[>9o.]  THE  LAWSON  HISTORY 

Three  metals  entered  into  the  construction  of  Independence, 
bronze,  steel  and  aluminum.  Her  frames  were  of  nickel  steel, 
her  plating  of  bronze,  except  the  sheer-stake,  which  was  nickel 
steel,  and  her  deck  aluminum,  except  in  the  wake  of  the  mast, 
where  steel  was  used.  The  yacht's  frames  numbered  sevent)'- 
nine.  They  were  of  nickel  steel  bulb-angles  spaced  21  inches  on 
centres,  those  in  the  bow,  from  frame  1  to  17  inclusive,  and  in  the 
stern  from  frame  62  to  79  inclusive,  being  2^/^  X  iVo  inches, 
2.66  pounds  to  the  linear  foot  ;  and  those  amidship  being  3^2  X  2 
inches,  4.65  pounds  to  the  foot.  The  frames  entering  the  keel  or 
fin  extended  to  the  bottom,  where  they  were  riveted  to  transverse 
webs  4  X  3\2  inches,  that  were  in  turn  riveted  througli  the  bronze 
trough  that  formed  the  bottom  of  the  keel.  This  trough  was  a 
single  casting,  %-inch  thick,  19  feet  3  inches  long,  4M.'  inches 
deep,  37  inches  wide  at  the  widest  part,  I7V2  inches  wide  at  the 
forward  end,  and  5  inches  wide  aft,  where  it  turned  up  with  a 
rise  of  12  inches  and  overlapped  the  foot  of  the  stern  post,  to  which 
it  was  riveted.  In  shape  the  casting  was  something  like  a  shal- 
low canoe.     Its  weight  was  2100  pounds. 

Sternpost  and  stem  were  also  solid  bronze  castings,  with  short 
lugs  or  floor-plates  cast  on  them,  to  take  the  riveting  of  the  frames. 
Their  combined  weight  was  2000  pounds. 

Extending  to  the  bottom  of  the  keel  at  every  set  of  frames,  to 
which  it  was  riveted,  was  a  vertical  floor-plate  of  10-pound  steel, 
8-pound  at  the  lower  end,  its  thickness  being  about  ^/4-inch. 
These  divided  the  fin  completely  at  every  frame,  and  rendered  it 
absolutely  stiflf.  For  ballast  there  were  placed  at  the  bottom  of  the 
keel  about  sixty  tons  of  lead  in  pigs,  and  around  it  was  poured 
about  ten  tons  of  shot.  The  top  was  then  levelled  with  a  layer  of 
Portland  cement  IV3  inches  deep,  presenting  a  smooth  surface. 
Additional  lead  to  the  extent  of  ten  to  fifteen  tons  was  stowed  on 
top  of  this  cement,  and  was  added  to  or  taken  from  as  occasion 
demanded  in  racing.  The  vessel  carried  more  ballast  than  was 
needed  to  insure  stability,  owing  to  an  error  in  the  relation  of  her 
centre  of  gravity  to  her  centre  of  buoyancy.  With  the  designed 
amount  of  lead  in  her  fin  her  centre  of  weights  came  too  far  aft  to 
give  her  a  proper  line  of  immersion,  necessitating  the  piling  of 
lead  on  the  floors  forward  of  the  fin.  This  condition  was  but  one 
evidence  of  several  that  the  vessel  was  designed  with  her  fin  too 
far  aft.  Had  it  been  in  its  jiroper  place,  with  relation  to  the  centre 
of  displacement,  not  only  the  carrving  of  an  excess  of  lead  would 
have  been  done  away  with,  but  the  yacht  would  have  steered  much 
better  than  she  did. 

In  the  forward  end  of  Independence's  hull  there  was  an  interior 
vertical  keel  from  the  stem-head  to  frame  38,  its  weight  being  8 
pounds  to   10  pounds  forward,  and   15  pounds  at  the  mast-step, 

[  340  ] 


UNIVERSITY   I 

OF  . 


-9/ THE  AMERICA'S  CVP  f?-] 

and  its  greatest  depth  18  inches,  tapering  to  8  inches.  Inter- 
costals,  or  clips,  2%  X  2V2  inches  were  employed  as  stiffeners  at 
each  frame.  At  frame  38,  where  the  vertical  keel  met  the  fin, 
a  similar  vertical  plate  was  placed  under  the  centre  of  the  deck- 
beams,  the  two  being  connected  fore  and  aft  by  %-inch  steel  rods 
set  up  with  thread  and  nut.  Aft  of  the  fin  the  vertical  keel  ex- 
tended from  frame  59  to  the  transom,  the  weight  being  10  pounds, 
and  8  pounds  at  the  end.  Around  the  rudderposts  this  keel  was 
spread,  forming  a  box  or  trough,  15  inches  wide,  for  a  distance 
of  9  feet  6  inches,  for  the  rudders  to  pass  through. 

Independence's  nickel  steel  sheer-stake  was  Vt-inch  thick  in 
the  overhangs  and  %2  in  the  body  of  the  boat.  The  second  strake, 
of  bronze,  was  %6-inch  in  the  forward  overhang,  '/4-inch  amidship, 
and  ^16  and  %2  aft.  The  next  four  strakes  were  the  same.  The 
first  strake  in  the  fin  below  the  turn  was  M^-inch  throughout,  and 
the  three  strakes  below  that  -Yie.  There  were  nine  strakes  in  all, 
laid  to  lap,  the  garboard  being  an  outside,  and  sheer  an  inside 
strake.  The  body-plates  were  double  riveted,  with  bronze  liners 
and  pan-head  bronze  rivets.  Button-head  aluminum  rivets  were 
used  in  the  aluminum  decks,  those  at  the  seams  and  laps  being 
countersunk. 

An  elaborate  system  of  interior  strengthening  devices  *  was 
employed  in  the  construction  of  Independence.  A  set  of  bilge- 
stringers,  of  nickel  steel  bulb-angles,  extended  fore  and  aft,  their 
position  amidship  being  about  midway  between  the  turn  of  the 
floor  to  the  keel,  and  the  designed  water-line.  Their  size  was 
SY^  X  2  inches,  and  their  weight  4.65  pounds  to  the  foot  in  the 
body  of  the  vessel,  and  2V2  X  iy2  inches,  2.66  pounds  to  the 
foot,  in  the  overhangs.  A  similar  set  of  side-stringers  extended 
fore  and  aft,  their  position  amidship  being  at  the  water-line,  and 
their  sizes  and  weight  the  same  as  the  bilge-stringers.  From  the 
bilge-stringers  to  the  centre  line  of  the  deck  there  extended,  on 
every  fourth  frame,  a  tubular  steel  strut  or  brace  2  inches  outside 
diameter,  its  ends  flattened  and  riveted  to  the  stringer  and  deck 
timber  respectively.  From  the  side-stringers  at  every  fourth 
frame  there  extended  similar  struts  to  the  deck  timbers  midway 
between  the  centre  line  and  gunwale,  except  opposite  the  mast- 
step,  where  braces  of  3  X  3  X  %-inch  bulb-angles  were  intro- 
duced at  frames  28,  29  and  30,  extending  from  the  bilge-stringers 
to  a  point  where  deck-beams  and  frames  were  joined  by  gusset 
plates  of  15-pound  steel,  to  which  the  braces  were  riveted.  These 
gussets  were  heavier  here  than  elsewhere  in  the  boat  (all  others 

*   Experience  showed  that  except  for  the  bilge-  of  taking  all  the  strain  put  upon  them,  the  vessel's  flat 

and  side-stringers  in  Independence,  the  strengthening  floors  and  long  overhangs  making   her  specially  sus- 

devices  used  were  inefl^ective.     The  struts,  braces  and  ccptible  to  strain  in  a  breeze  or  seaway, 
tie-rods  with  which  she  was  equipped  were  incapable 

[341  ] 


[.90.]  THE  LAWSON  HISTORY 

being  8  pounds),  and  had  a  2-inch  flange  on  the  inner  edge,  with 
a  thickness  of  about  ^/4-inch. 

To  strengthen  the  overhangs  steel  tie-rods  were  employed,  ex- 
tending fore  and  aft  from  the  vertical  keel  to  the  centre-stringer 
of  the  deck,  at  different  angles,  the  average  being  about  45  degrees. 
There  were  six  forward  and  six  aft,  those  forward  being  designed 
to  set  up  with  turnbuckles. 

The  vessel's  seventy-nine  deck-beams  were  the  same  size  and 
material  as  the  frames,  they  also  being  lighter  forward  and  aft 
than  amidship,  in  the  same  proportion.  In  the  neighborhood  of 
the  mast-step  four  extra  deck-beams  were  laid  without  crown, 
directly  under  four  regular  beams,  with  which  they  were  con- 
nected by  vertical  plates,  forming  a  strong  web  construction. 
The  mast-step  was  built  up  of  steel  intercostal  plates,  it  being  14 
feet  long  by  12  feet  wide,  and  2  feet  6  inches  deep  under  the 
mast.  In  the  centre  15-pound  plates  were  used,  and  on  the  ends 
12-pound  and  10-pound.  The  heel  of  the  mast,  22  inches  in 
diameter,  stepped  into  a  socket  of  angle-iron  4  X  4  X  %  inches, 
through  which  one  of  the  three  sets  of  %-inch  tie-rods  extended 
from  the  mast-partners,  setting  up  underneath  with  thread  and 
nut.  At  the  deck  an  angle-collar  3x4X1/3  inches  took  the 
wedges  around  the  mast.  The  entire  step  was  braced  trans- 
versely and  fore  and  aft,  in  the  first  instance  by  3  X  3-inch  angles 
to  the  gussets,  and  2y2-inch  diameter  hollow  steel  struts  to  the 
mast-partners,  as  previously  mentioned  ;  and  fore  and  aft  by  steel 
rods  set  up  with  turnbuckles. 

Through  the  centre  of  the  yacht's  deck  there  extended  fore 
and  aft  a  stringer  of  steel  plate  2  feet  wide,  tapering  to  18 
inches,  and  weighing  10  pounds  to  the  foot  amidship  and  7.65 
pounds  at  the  ends.  There  were  also  two  side  deck-stringers 
corresponding  to  the  covering-board  in  a  wood  vessel,  of  the  same 
sizes  and  weights  as  the  centre-stringer.  The  aluminum  deck- 
plating  was  1/4-inch  thick,  and  the  steel  deck-plating  opposite  the 
mast  7.65  pounds  to  the  foot.  The  deck  was  covered  to  the 
edge  of  the  side-stringers  with  canvas  glued  fast.  Deck  fittings, 
such  as  cleats,  bitts  and  capstans  were  of  white  metal.  Chain- 
plates  were  of  Tobin  bronze,  extending  20  inches  below  the  gun- 
wale, with  zigzag  riveting  into  the  shell  plating  and  gunwale  bar, 
%-inch  rivets  being  used.  The  gunwale  bar  was  a  nickel  steel 
angle  3^2  inches  high  by  2  inches,  extending  around  the  vessel 
and  forming  her  only  rail. 

Independence  was  designed  with  two  rudders,  one  of  the 
common  stern  post  type,  the  other  a  balance  rudder,  whose  sole 
support  was  its  stock,  which  was  a  bronze  casting,  Sys-inches 
diameter,  weighing  half  a  ton.  This  stock  passed  through  a 
6-inch  bronze  tube  set  plumb,  which  was  threaded  into  a  socket 

[342] 


.9/THE  AMERICA'S  CVP 


[1901] 


at  the  deck  and  riveted  to  the  keel-plate.  Over  webs  cast  on  the 
foot  of  the  stock  the  bronze  plates  of  which  the  rudder  was  com- 
posed were  riveted,  the  thickness  of  the  rudder  being  6  inches  at 
the  stock,  %-inch  on  the  forward  edge,  and  %-inch  at  the  aft 
edge.  The  rudder  was  IOV2  feet  long,  5  feet  wide  at  the  widest 
part,  and  raked  aft  at  an  angle  of  20  degrees.  It  entered  the  hull 
5  feet  3  inches  forward  of  the  after  end  of  the  water-line.  Its 
weight  was  1997  pounds,  and  its  shape  elliptical.  This  rudder 
was  shipped  before  launching  the  vessel,  the  other  being  left 
ashore.  It  was  fitted  with  a  diamond  steerer  with  steel  screw 
2%  inches  in  diameter  and  l%G-inch  pitch,  cut  with  one  right- 
hand  and  one  left-hand  thread  crossing.  The  wheel,  of  mahogany, 
was  48  inches  in  diameter,  and  the  screw-shaft  horizontal. 

On  its  first  trial  the  balance  rudder  proved  unfit  for  use  on  a 
vessel  so  large  as  Independence,  the  strain  on  it  being  so  great 
that  the  rudder-stock  bound  hard  enough  to  make  an  incision 
three-eighths  of  an  inch  deep  in  it  where  it  entered  the  hull,  and 
to  cause  the  shaft  of  the  steering  gear  to  buckle  so  badly  the  yacht 
could  not  be  steered  by  it. 

The  balance  rudder  was  removed  after  a  few  trials,  and  the 
vessel's  sternpost  rudder  was  hung.  This  was  made  of  bronze 
plates  over  webs  cast  on  the  stock,  which  was  of  bronze,  6  inches 
in  diameter  and  30  feet  long.  The  rudder  with  stock  weighed 
2500  pounds.  It  was  21  feet  deep,  4  feet  8  inches  wide  in  its 
widest  part,  which  was  above  the  centre,  and  raked  forward  at  an 
angle  of  40  degrees.  It  entered  the  hull  11  feet  3  inches  forward 
of  the  after  end  of  the  water-line. 

To  this  rudder  was  attached,  when  the  yacht  came  out  of  dock 
at  Charlestown  June  15th,  a  quadrant  and  pinion  gear,  which 
collapsed  on  its  first  trial  (see  page  225,)  and  was  replaced  by  an 
oscillating  screw  gear,  of  government  metal  and  steel,  the  screw 
being  2%-inch  outside  diameter,  with  lyio-inch  pitch,  48  inches 
long.  From  the  rudder-head  to  the  wheel  was  16  inches.  The 
screw  and  wheel  had  a  rake  of  45  degrees.  The  wheel  was  the 
same  as  used  on  the  balance  rudder.  This  steering  gear  worked 
well,  though  when  the  vessel  strained  under  sail  the  rudder- 
head  bound  at  the  deck  so  badly  that  some  of  the  plate  was  cut 
away  to  give  it  play.  The  cause  of  this  strain  is  explained 
elsewhere. 

Independence  was  equipped  with  exceptionally  satisfactory 
spars.  Her  bowsprit,  of  spruce,  25  feet  9  inches  outboard  and  9 
feet  inboard,  was  braced  from  the  stem-head  by  means  of  a  spe- 
cially designed  device,  consisting  of  a  strap  of  galvanized  iron 
passing  around  the  stem  under  the  gammon  iron,  extended  by 
galvanized  rods  to  a  bar  passing  through  the  heel  of  the  spar, 
where  the  rods  were  set  up  with  threaded  nuts.     An  inner  gam- 

[  343  ] 


[-9°.]  THE  LAWSON  HISTORY 

mon  of  steel  with  flanged  edges  held  the  heel  of  the  spar.  The 
martingale,  4  feet  9  inches  long,  was  solid  steel,  oval  in  section, 
2y2  X  2Vi-inches  diameter  at  the  centre,  tapering  to  iVl-inch  at 
the  stay  end.  The  whiskers  were  2%-inch  diameter  galvanized 
pipe,  6  feet  5  inches  long. 

Another  bowsprit  of  hard  pine,  the  same  dimensions  as  the 
first,  was  made  for  use  in  case  of  need,  and  shipped  after  the 
season  began,  while  a  third  one  of  Oregon  pine  was  held  in 
reserve. 

Independence's  mainmast  was  of  steel,  115  feet  long,  and 
weighed  9700  pounds  without  spreaders  or  gear.  Its  diameter 
was  22  inches  from  heel  to  near  the  hounds,  where  it  tapered  to 
17  inches.  The  plates  used  in  it  were  12  poimds  to  the  foot  at 
the  gaff,  and  7.65  pounds  at  the  deck.  The  plating  was  flush, 
over  eight  fore-and-aft  vertical  angles  2V^  X  2  inches,  2.7  pounds 
to  the  foot,  which  were  stiffened  by  9-pound  diaphragm  plates, 
10  feet  apart,  leaving  a  cylindrical  space  of  8  inches  diameter 
through  the  centre. 

As  a  sup]X)rt  to  the  mast  when  in  place  a  strut  was  designed 
on  the  forward  side,  77  feet  5  inches  from  the  deck,  over  which 
a  truss-stay  from  the  masthead  to  the  deck  was  set  up.  The 
strut  was  4  feet  3  inches  long,  of  tuiiular  steel,  in  two  parts  at  the 
mast,  and  joined  at  the  outer  end  with  a  transverse  support  mid- 
way, presenting  the  shape  of  a  sharp  A.  The  truss  stay  or 
jumper,  was  of  double  2V2-inch  circumference  steel  wire. 

Two  sets  of  tubular  steel  spreaders  were  used  on  the  mast. 
The  upper  ones,  taking  the  strain  of  the  topmast  shrouds,  were 
double,  like  the  strut,  11  feet  5  inches  long.  The  throat-halyard 
blocks  were  placed  just  above  them.  The  shrouds  leading  over 
these  spreaders  were  2%.-inch  circumference  plough  steel. 

The  lower  spreaders,  taking  the  strain  of  the  masthead  shrouds, 
were  single  steel  tubing,  5  feet  3  inches  long.  They  were  at 
first  placed  on  a  plane  with  the  strut,  the  jaws  of  the  gaff"  coming 
just  below  them.  Later  they  were  put  above  the  gaff'-jaws.  The 
shrouds  leading  over  them  were  2%.-inch  circumference  plough 
steel.  At  the  time  the  change  was  made  in  the  lower  spreaders, 
an  extra  stay  was  fitted  to  stiflfen  the  masthead,  which  buckled 
under  the  pull  of  the  peak-halyards.  This  was  placed  midway 
between  the  other  two  stays  leading  from  the  bowsprit  end  to  the 
masthead. 

A  steel  main-boom  108  feet  5  inches  long,  and  20  inches  di- 
ameter at  the  widest  part  was  built  on  the  same  plan  as  the  mast, 
but  never  used,  the  vessel  carrying  throughout  the  season  a 
built-up  hollow  boom  of  pine,  105  feet  6  inches  long  and  20  inches 
diameter  at  the  widest  part,  with  4-inch  shell.  The  spar  was 
strengthened    by  struts  and  trusses,   the    struts    being  of    wood, 

[  344  ] 


of  THE  AMERICA'S  CVP  ['9=.] 

5  feet  6  inches  long,  with  a  lift  off  centre  of  2  feet  3  inches. 
The  trusses  extended  from  just  forward  of  the  main-sheet  strap 
to  near  the  gooseneck  by  which  the  boom  was  slung.  Two  hun- 
dred feet  of  2%-inch  circumference  steel  wire  was  used  for  the 
trusses. 

A  hollow  gaff  of  steel  was  designed  for  Independence,  but  was 
not  made.  It  was  62  feet  3  inches  long,  12  inches  diameter  in 
the  middle,  and  9  inches  at  the  outer  end. 

The  vessel's  equipment  of  spars,  other  than  those  mentioned, 
was  as  follows  : 

Hollow  gaff,  64  feet  1%  inches  long,  13%  inches  diameter  in 
the  middle,  shell  3  inches. 

Second  hollow  gaff",  of  Oregon  pine,  64  feet  4  inches  long, 
13%  inches  diameter  at  middle,  11  inches  at  inner  end,  10  inches 
at  outer  end,  shell  2%  inches. 

Hollow  topmast  46  feet  long  from  heel  to  top,  12  inches  di- 
ameter at  heel,  and  11%  inches  at  centre,  with  2%-inch  shell. 

Solid  spruce  topmast  of  the  same  dimensions. 

Solid  pine  topmast,  40  feet  from  heel  to  top,  diameter  at  heel 
12  inches,  at  hounds  9%  inches. 

Solid  pine  topmast,  heel  to  top  50  feet,  diameter  at  heel  and 
centre  12%.  inches. 

Two  solid  topsail  poles  55  feet  8  inches  long,  4V2  inches 
diameter  at  inner  end,  9^2  inches  greatest  diameter,  5  inches 
at  outer  end. 

Two  other  solid  topsail  poles  same  as  above. 

Two  solid  topsail  sprits,  47  feet  3  inches  long,  4  inches  diame- 
ter at  inner  end,  SVa  inches  greatest  diameter,  4V^  inches  at  outer 
end. 

Two  other  solid  topsail  sprits  same  as  above. 

Hollow  topsail  pole,  55  feet  10  inches  long,  10  inches  greatest 
diameter,  4%  inches  at  inner  end,  5  inches  at  outer  end,  shell 
1%  inches. 

Second  hollow  topsail  pole,  of  Oregon  pine,  47  feet  4  inches 
long,  greatest  diameter  8V2  inches,  4  inches  at  inner  end,  5  inches 
at  outer  end,  shell  1%  inches. 

Third  hollow  topsail  pole,  Oregon  pine,  47  feet  4  inches  long, 
8y2  inches  greatest  diameter,  4  inches  at  inner  end,  5  inches  at 
outer  end,  shell  1%  inches. 

Spinnaker  pole,  75  feet  long,  9  inches  greatest  diameter,  6 
inches  diameter  at  ends. 

Also  spinnaker  pole  formerly  used  on  Jubilee. 

Independence  was  supplied  with  a  considerable  varietv  of  sails, 
their  total  weight  being  14,365  pounds,  or  more  than  seven  tons. 
Sixteen  thousand  eight  hundred  and  forty-eight  (16,848)  yards 
of  material  were  used  in  making  them,  and  their  combined  area 

[345] 


[■90.]  THE  LAWSON  HISTORY 

was  67,595  square  feet,  or  more  than   1%  acres.      The  cost  of 
these  sails  is  given  in  detail  on  another  page. 

Following  is  a  list  of  the  yacht's  outfit  of  sails,  with  the  dimen- 
sions, area  in  square  feet  and  weight,  as  well  as  the  kind  and 
amount  of  material  used  in  the  making  of  each  sail  : 

First  mainsail  :  Hoist  72  feet  7  inches  ;  foot  107  feet  7  inches  ; 
head  63  feet  2  inches  ;  leach  137  feet ;  area  7620  square  feet  ; 
weight  2670  pounds  ;  material  used  2550  yards  of  No.  3/0  spe- 
cial yacht  duck. 

Second  mainsail :  Hoist  69  feet  6  inches  ;  foot  108  feet ;  head 
63  feet  2  inches  ;  leach  132  feet ;  area  7470  square  feet  ;  weight 
2620  pounds  ;  2500  yards  of  No.  3/0  special  yacht  duck. 

First  forestaysail :  Luft'  86  feet  4  inches  ;  foot  39  feet  ;  leach 
76  feet  4  inches;  area  1312  square  feet;  weight  560  pounds; 
515  yards  No.  l/O  special  yacht  duck. 

Second  forestaysail :  Luff  80  feet ;  foot  37  feet  6  mches  ;  leach 
68  feet  6  inches  ;  area  1430  square  feet  ;  680  pounds  ;  470  yards 
No.  2  special  yacht  duck. 

First  No.  i  jib  :  Luff  115  feet;  foot  43  feet  9  inches;  leach 
86  feet  3  inches  ;  1205  square  feet  ;  515  pounds  ;  615  yards  No. 
2  special  yacht  duck. 

Second  No.  1  jib  :  Luff  107  feet  6  inches  ;  foot  43  feet  ;  leach 
75  feet ;  1192  square  feet  ;  514  pounds  ;  510  yards  No.  3  special 
yacht  duck. 

Third  No.  1  jib  ;  Luff  107  feet  6  inches  ;  foot  42  feet  ;  leach 
74  feet  6  inches  ;  1430  square  feet ;  680  pounds  ;  525  yards  No. 
2  special  yacht  duck. 

No.  2  jib  :  Luff  97  feet ;  foot  41  feet  ;  leach  65  feet  6  inches  ; 
870  square  feet  ;  370  pounds  ;  415  yards  No.  2  special  yacht 
duck. 

No.  1  jib-topsail:  Luff  152  feet  5  inches;  foot  70  feet  2 
inches  ;  leach  103  feet  5  inches  ;  2976  square  feet ;  250  pounds  ; 
540  yards  7-ounce  special  yacht  duck. 

No..  2  jib-topsail :  Luff  125  feet  6  inches  ;  foot  59  feet  7 
inches  ;  leach  77  feet  3  inches  ;  1670  square  feet ;  250  pounds  ; 
320  yards  10-ounce  special  yacht  duck. 

No.  3  jib-topsail  :  Luff  84  feet  ;  foot  38  feet  ;  leach  59  feet ; 
956  square  feet ;  153  pounds  ;  198  yards  10-ounce  special  yacht 
duck. 

No.  4  jib-topsail :  Luff  100  feet  7  inches  ;  foot  45  feet  7 
inches  ;  leach  62  feet  8  inches  ;  1163  square  feet  ;  170  pounds  ; 
220  yards  10-ounce  special  yacht  duck. 

No.  5  jib-topsail  :  Luff  80  feet  ;  foot  35  feet  ;  leach  50  feet  ; 
560  square  feet  ;  96  pounds  ;  125  yards  10-ounce  special  yacht 
duck. 

Balloon  jib:   Luft    150   feet;   foot   82   feet;   leach   129  feet   6 

[346] 


of  THE  AMERICA'S  CVP  [■90.] 

inches;  5235  square  feet  ;  492  pounds ;  1025  yards  7-ounce 
special  yacht  duck. 

First  working-topsail:  Luft'  71  feet;  foot  60  feet;  leach  42 
feet ;  1260  square  feet ;  380  pounds  ;  415  yards  No.  4  special 
yacht  duck. 

Second  working-topsail :  Luff  66  feet;  foot  61  feet ;  leach  39 
feet;  1210  square  feet;  355  pounds;  400  yards  No.  4  special 
yacht  duck. 

First  No.  1  club-topsail  :  Luff  94  feet ;  foot  80  feet ;  leach  49 
feet ;  2182  square  feet ;  254  pounds  ;  370  yards  of  10-ounce 
special  yacht  duck. 

Second  No.  1  club-topsail  :  Luff  88  feet  ;  foot  76  feet ;  leach 
50  feet;  1890  square  feet;  260  pounds;  315  yards  of  12-ounce 
special  yacht  duck. 

Baby  club-topsail :  Luff  71  feet;  foot  66  feet;  leach  39  feet; 
1320  square  feet ;  185  pounds ;  220  yards  of  12-ounce  special 
yacht  duck. 

No.  3  club-topsail :  Luff  59  feet ;  foot  52  feet  ;  leach  33  feet  ; 
1800  square  feet ;  248  pounds  ;  300  yards  of  12-ounce  special 
yacht  duck. 

Big  club-topsail  :  Lufi  91  feet;  foot  79  feet;  leach  45  feet; 
2070  square  feet ;  237  pounds  ;  345  yards  of  lO-ounce  special 
yacht  duck. 

No.  1  balloon  forestaysail :  Luff  84  feet ;  foot  39  feet  ;  leach 
76  feet  9  inches  ;  2376  square  feet ;  460  pounds  ;  525  yards  No. 
8  special  yacht  duck. 

No.  2  balloon  forestaysail  :  Luff  89  feet  4  inches  ;  foot  57  feet 
2  inches  ;  leach  88  feet ;  2550  square  feet ;  350  pounds  ;  425 
yards  12-ounce  special  yacht  duck. 

No.  1  spinnaker  :  Outer  leach  166  feet  ;  foot  89  feet  6  inches  ; 
inner  leach  152  feet ;  area  6676  square  feet ;  weight  460  pounds  ; 
1225  yards  6-ounce  special  yacht  duck. 

Second  spinnaker:  Outer  leach  160  feet;  foot  89  feet  6  in- 
ches ;  inner  leach  147  feet  ;  6676  square  feet  ;  266  pounds  ; 
1065  yards   "spinnaker  silk"    (silk  and  linen). 

Trysail  :  Luff  74  feet  6  inches  ;  foot  67  feet  7  inches  ;  leach 
104  feet  ;  2496  square  feet  ;  950  pounds  ;  715  yards  No.  0,  22- 
inch  duck. 

Independence's  blocks,  forty-four  in  number, were  of  a  special 
make  combining  lightness  with  strength.  Thej'  had  lignum-vitas 
shells,  with  teak  ends,  and  brass  sheaves,  the  bearings  of  which 
were  noiseless. 

Standing  rigging,  of  galvanized  plough  steel,  was  as  follows  : 
Six  masthead  shrouds  116  feet  long,  four  lower  shrouds  101  feet, 
two  topmast  shrouds  158  feet,  all  2%-inch  circumference  ;  two 
jumper  stays   114    feet,   2y2-inch  ;   forestay   121    feet,   3^/i-inch  ; 

[347] 


[-90.]  THE  LAWSON  HISTORY 

two  runners  100  feet,  2%-inch  ;  one  topmast  stay  170  feet,  2y2- 
inch  ;  one  bobstay  50  feet,  4%-inch  ;  two  preventer  backstays 
175  feet,  2y2-inch  ;  boom  truss,  200  feet,  2y2-inch  ;  bowsprit 
shrouds,    100  feet,   2%-inch. 

Independence's  running  rigging  was  of  flexible  steel  wire  with 
manila  overhauling-ends.  The  peak-  and  throat-halyards  were 
1%-inch  circumference,  topsail-halyards  %-inch,  foresail-halyards 
P/i-inch  ;  jib-halyards  %-inch  diameter;  quarter-lifts  2^/4  and 
2-inch  circumference,  main  sheet  2%-inch.  The  peak-halyards 
were  rove  through  four  blocks  on  the  mast  and  three  on  wire 
bridles  of  1  %-inch  circumference  on  the  gaff".  The  throat-hal- 
yards worked  through  a  double  block  on  the  mast  and  single  at 
the  gaff"-jaws. 

The  following  lengths  of  wire  were  used  :  Peak-halyards  270 
feet  ;  throat-halyards  208  feet ;  topsail-sheets  200  feet  ;  foresail- 
halyards  144  feet ;  jib-halyards  200  feet ;  topsail-halyards  160 
feet ;  topping-lifts  275  feet  ;  gaff"  bridles  135  feet  ;  main  sheet 
100  feet. 

Independence  had  two  450-pound  anchors,  45  fathoms  of  ^%6- 
inch  stud-link  chain,  a  steel  hawser  of  %-inch  diameter  45 
fathoms  long,  and  several  manila  hawsers.  A  dinghy  required 
by  racing  rules  was  carried  on  deck.  It  was  14  feet  long,  lap- 
built,  of  cedar. 

One  tug  was  in  constant  attendance  on  the  yacht  except  at 
races,  and  others  were  employed  as  the  occasion  demanded.  The 
yacht's  crew  lived  on  board  the  barge  Penokee  (a  dismantled  coast- 
ing schooner)  which  was  fitted  up  for  their  use,  and  was  towed 
about,  as  when  the  boat  went  to  Newport,  by  a  tug.  A  30-foot 
naphtha  launch  was  used  by  the  crew  as  a  working-boat  between 
the  yacht  and  tender. 

The  cost  of  building,  equipping,  maintaining  and  breaking  up 
Independence  was  as  follows  : 

Original  Contract  for  vessel,  rigged,  $75,000.00 

Commission  to  Designer,  6,000.00 

Extra  Cost  of  Construction  : 
Adantic  Works, 

Extra  labor,  nights  and  holidays,  on  con- 
struction   of    yacht,    on    steel    boom    and 
balance   rudder,    and    for   work   not    pro- 
vided for  in  contract,  5,856.82 
George  Lawley  &  Son, 

Interior  fittings,  $190.50 

Labor  and  material  on  hull,  671.50 


Carried  fonvarch  $862.00      $86,856.82 

[  348  ] 


o/THE  AMERICA'S  CVP 

Brought  fonvard,  $862.00 

Shot  for  ballast,  368.60 

Rudders,  material  and  labor,  563.65 
Tobin  bronze  plates  for  balance 

rudder,  322.25 
Manganese  bronze  for  balance 


[1901] 
$86,856.82 


rudder  post. 

639.04 

Miscellaneous, 

703.79 

3,459.33 

Spars,  outside  of  contract  : 

George  Law  ley  &  Son,  Material 

and 

labor, 

4,735.05 

Spalding   St.  Lawrence  Boat  Co 

'.,  4 

hollow   topsail  spars. 

541.70 

Gen.    C.   J.   Paine,   Spinnaker 

pole 

from  Jubilee, 

300.00 

H.   Pigeon  &  Sons,  2  spruce  topsail 

poles, 

90.50 

Rigging,  extras  : 

George  Lawley  &  Son, 

Material  and  labor, 

452.81 

Special  hemp  for  rope 

63.52 

516.33 

Charles  Billman  &  Son, 

Personal  services. 

380.00 

Man's  services,  season. 

296.00 

Extra  rigging  and  gear. 

504.14 

Extra  labor, 

582.50 

1,762.64 

Sails  : 

Wilson  &  Silsby, 

1st  Mainsail, 

2,932.50 

2d            "          _ 

2,875.00 

1st  Forestaj'sail, 

540.75 

2d 

446.50 

1st  No.  1  Jib, 

707.25 

2d      "      1    " 

586.50 

3d      "      I    " 

603.75 

No.  2  Jib, 

477.25 

No.  1  Jib-topsail 

432.00 

No.  2 

304.00 

No.  3 

188.10 

No.  4 

209.00 

No.  5 

118.75 

Balloon  Jib, 

$i 

768.75 

Carried  fonvani, 

[1,190.10 

$98,262.37 

[349] 

I_i90i] 


THE  LAWSON  HISTORY 


Brought  fonvard,        $1 
1st  Working-topsail, 
2d 

1st  No.  1  Club-topsail, 
2d  No.  1       "        " 
Babv  Club-topsail, 
No.'s    " 

Big       "        " 

No.  1  Balloon  forestaysail, 

o.  2 

No.  1  Spinnaker, 

2d  Spinnaker  (silk) 

Trysail  (fittings  $20.) 

Two  wind-sails. 

Sail  covers, 

Sail  stops  (330  ft.) 

Jib  thimbles, 

Extra  battens, 

Peak  halyard-straps, 

Splicing, 

Extra  man  on  yacht  for  season, 
to  watch  sails. 

Wire  rope,  special  hooks,  ma- 
terial, extra  labor,  etc., 

Walter  Coleman  &  Sons,  blocks, 
(extra) , 

General  EquiPMENX  : 

Anchors, 

8  coils  rope  for  use  in  docking 

Edson  Manufacturing  Company, 
Two  extra  steering  gears, 

Charles  C.  Hutchinson,  Nautical  in- 
struments, binnacle  and  compass, 
code  flags,   etc.. 

Working  launch,  (naphtha),  for 
crew. 


$98,262.37 


1,190.10 

394.25 

380.00 

351.50 

365.40 

225.20 

348.00 

327.75 

446.25 

493.00 

918.75 

1,704.00 

449.00 

30.00 

278.00 

33.00 

30.00 

65.00 

33.50 

19.63 

240.00 


1,675.49         19,997.82 


131.25 
164.28 

502.60 


951.35 


Outfitting  Expenses  : 

Mattresses,   pillows,  cushions,  etc.,  1,302.93 

Blankets,  sheets,  towels,  etc.,  594.15 

Kitchen  furnishings,  1,186.46 
Suits    and    caps    for    officers    and 

crew,  4,064.50 


580.80 


1,650.70        $3,400.18 


('(/rri('(/  fonvard, 
[  350  ] 


7,148.04 
$129,389.21 


^THE  AMERICA'S  CVP  ['90.] 

Brought  fonvard,  $129,389.21 

Maintenance,   Repairs,   etc.. 

Hire    of  barge    for  crew   quarters, 

3>^  mos.,  2,450.00 

Cost  of  fitting  up  same,  730.57 

Labor  on  same,  70.00  3,250.57 

Dock  charges  : 

Before  fitting  out,  100.00 

Use  of  State  Dock,  So.  Boston,  44.00 

Use     of     sliears     at     Atlantic 

Works,  24.00 

Use  of  dry  dock  at  Charlestown 

Navy  Yard,  178.63  346.63 

Thames  Towboat  Co.,  hauling  out 

three  times  at  New  London,  750.00 

Materials,      labor,      etc.,      on 

railway,  641.77  1,391.77 

Morgan  Iron  Works,  New  London, 

Material  and  labor  for  repairs,  1,089.74 

George    Lauley    &   Son,    Material, 
labor,    etc.,    for    repairs   at    New 

London,  841.72 

Towing  and  General  Use  of  Tugs  : 
Boston  Tow  Boat  Co., 

Services  of  tug  Storm  King 
attendance  on  3-acht  and  tow- 
ing around  Cape  Cod,  375.00 
Services  of  tugs  Confidence, 
Juno,  and  Pallas,  in  Massa- 
chusetts Bay,                                  780.00  1,155.00 

Red  Star  Towing  &  Wrecking  Co., 
Services    tug    Chesterton,    3^ 

mos.,  5,250.00 

Services     tug     Wrestler,     one 

month,  3,875.00 

Services  various  other  tugs,  3,293.41 

Towmg  at  Lawley's,  30.00         12,448.41 

Running  Expenses  : 
Wages,  etc., 

H.     C.     HafF,     sailing-master, 

salary,  4,000.00 

Mate's  wages,  1,500.00 


Carried  fonvard,  $5,500.00    $149,913.05 

[351  ] 


[■90I]  THE  LAWSON  HISTORY 

Brought  forward,  $5,500.00    $149,913.05 

2d  Mate's  wages,  1,590.66 

Steward's  department,  wages,     1,000.00 
Sailor's  wages,  10,127.50         18,218.16 


Sundries  in  addition  to  above,  1,362.71 

Sundries       on      account     steward's 

department,  847.44  2,210.15 

Provisions,  etc., 

"Water,  ice,  general  supplies, 
extra  meals,  refreshments 
and  cigars,  10,097.53 

Oil,    naphtha,   polish,   emery  cloth, 

waste,   etc.,  74.40 

Laundry  bills,  351.00         10,522.93 

Miscellaneous  Expenses  : 

Money  distributed  as  bonuses  among 

workmen  and  crew,  12,595.00 

Souvenir  mugs  and  cups,  5,752.00 

Paintings,      photographs,     etc.,     of 

yacht,  1,806.05 

Medical    attendance,    expense   etc., 
on  account  of  an  injured  seaman, 

Legal  fees. 

Express     charges,      travelling     ex- 
penses,  etc.. 

Measuring  yacht  at  Newport,  62.50         20,924.92 

Breaking  ot  Yacht,  and  storing  material, 

George  Lawley  &  Son,  3,244.87 

Total  205,034.08 


300.00 
290.00 

119.37 
62.50 


^"m^vm^ 


[352] 


APPENDIX 


A.    G.    McVEY    IN    THE    BOSTON    HERALD    AUGUST    4TH,    1901. 

BEST  RACE 

IN  YEARS. 

», 

Columbia  Wins  by 
Only  40  Seconds. 

INDEPENDENCE  ALL  RIGHT. 


The  Boston  Boat  Behaves  Poorly 
but  Sails  Gloriously. 


[SPECIAL    DISPATCH    TO    THE    SDNDAY   HERALD.] 

NEWPORT,  R.  I.,  Aug.  3,  1901.  —  Except-  gave  the  '99  champion  such  an  elbow  race  as  the 

ing   the    Puritan-PrisciUa   race  of  1885,*  no  such  older  boat  had  not  been  given  before  in  her  own  sea 

royal  water  fight  as  today's  battle  between  the  Col-  and  wind. 

umbia  and  the  Independence  was  ever  seen  off  New-  Unbalanced   in   her  steering  as  the  Boston  boat 

port.      The   Independence    was   second    home,    but  is  ;    wild,  very   wild,  on   her  helm  ;   unfair  in   her 

she  was  a  dangerous  second.      The  supporters  of  the  design    forward  of  the   waterline,  still  she  held  the 

Columbia   got  quite  a   scare,  for  the   Independence  "  wonder  "  queen  of  the  fleet  with  close  grip,  and 

•  Sailed  August  jd.     Sec  page  9g. 

[  355  ] 


APPENDIX 


had  things  gone  right  Lawson's  ship  would  have  led 
the  Columbia  across  the  hne  and  not  followed  40 
seconds  after  her. 

The  day  and  the  weather  were  worthy  of  the 
occasion.  The  clouds  were  dark  and  the  water  re- 
flected no  shadow  ;  in  fact,  for  the  first  hour  of  the 
race  it  was  a  sort  of  heavy  gray,  with  mist  hanging 
all  about  and  shortening  the  observation.  The  In- 
dependence people  wanted  a  breeze,  and  they  got 
one  of  sufficient  strength  to  compel  them  to  send 
down  their  clubtopsail  and  in  its  place  set  a  work- 
ing one. 

The  wind  blew  on  an  average  of  15  knots,  with 
many  heavy  flaws.  The  sea  was  sharp,  quick  and 
snappy,  with  the  tide  running  out  two  hours,  and 
against  a  head  sea  this  made  the  work  of  the  boats 
all  the  harder.  White  caps  could  be  seen  every- 
where, and  they  rose  and  fell  on  the  crests  of  the 
waves  in  tumble-down  order.  One  could  not  be 
quiet  if  he  wanted  to,  for  the  sea  tossed  the  steam 
and  sailing  yachts  about,  and  then  the  picture  kept 
all  those  who  saw  it  on  edge  every  second. 


clever  in   his  touch  of  helm,  he  sailed  the  race  of 
his  life. 

Charlie  Barr  never  got  such  a  blocking  as  Haff 
gave  him  today.  Hatf  forced  him  to  weather  just 
10  seconds  before  the  whistle  and  away  from  the 
line  and  under  the  stern  of  the  committee's  boat, 
while  Haff  took  the  Independence  in  the  lead 
seconds  to  the  good  and  with  his  wind  clear. 


The  race  was  under  the  auspices  of  the  Newport 
Yacht  Racing  Association,  whose  members  are  to 
be  congratulated  on  the  success  of  their  first  series 
held  since  their  incorporation  a  few  months  ago. 
The  New  York  Yacht  Club  shut  out  the  Inde- 
pendence, but  the  Newport  club,  also  composed  of 
New  Yorkers,  let  her  in,  and  thereby  solved  one 
of  the  ugliest  questions  that  ever  came  up  in  yacht- 
ing. 

In  all  shades  of  wind,  from  light  to  strong 
breezes,  and  in  mirror-surfaced  to  steep  seas,  the 
Independence  has  steadily  advanced  in  all  round  go- 
ing, and  had  she  some  more  events  ahead,  she 
would  make  a  closer  fit  with  the  other  90-footers 
and  add  to  the  interest  in  the  racing. 

Though  today's  event  was  a  regatta,  it  was 
practically  a  match  between  the  Columbia  and  the 
Independence.  The  Elmina,  schooner,  raced  against 
the  Quissetta,  schooner,  and  the  yawl  trio,  Ailsa, 
Vigilant  and  Navahoe,  with  three  of  the  British 
65  raters,   raced  in  a  bunch. 

It  goes  without  saying  that  there  was  some  feel- 
ing over  the  race  between  the  Independence  and  the 
Columbia.  The  permanent  residents  here,  with  few 
exceptions,  are  for  the  Boston  boat.  Ask  them 
why,  and  they  will  tell  you  :  "  Oughtn't  to  have 
shut  her  out."  Then,  too,  both  skippers  wanted 
the  honor  of  winning  in  the  conditions,  and  this 
feeling  extended  to  the  crews. 

The  Columbia  was  out  about  the  line  in  good 
time,  and  the  conditions  were  those  in  which  she 
has  made  her  best  history.  Charhe  Barr  had  the 
wheel,  and  over  lower  sails  had  set  a  small  club- 
topsail,  the  spars  of  which  just  extended  beyond  the 
galT  and  topmast.  The  Independence  had  her  big 
clubtopsail  on  going  out  to  the  line,  but  this  gave 
way  to  the  wtprking  one,  and  thus  the  pair  were 
canvased  alike,  with  the  Independence  having  the 
greater  total  area. 

On  board  the  Lawson  boat  were  the  clever 
trio  of  Boston  yachtsmen,  Dr.  John  Bryant,  mana- 
ger in  charge  ;  the  Hon.  Chas.  Francis  Adams,  id, 
and  Mr.  C.  H.  W.  Foster,  all  worthy  of  90-foot 
work.  '*01d  Man"  Haff  had  the  wheel,  and 
was  himself  from  whistle  to  whistle.  Alert  for  his 
years  as  the  best  of  them,  keen   in  his   judgment, 


The  start  was  booked  for  ll  o'clock.  At  this 
time  the  conditions  were  excellent,  and  the  wind  was 
taking  on  all  the  while  and  making  clear  that  the 
race  to  weather  would  be  sailed  in  fast  time.  The 
steam-yacht  Nourmahal  set  course  signals  indicating 
a  triangular  course  of  10  miles  to  each  leg. 

Out  at  the  line  were  a  number  of  steam-yachts, 
including  the  Dreamer,  the  Tuscarora,  the  Narada 
and  the  Electra,  besides  others,  all  having  distin- 
guished parties  on  board.  Mr.  Lawson  was  on  the 
Dreamer  with  his  family,  and  none  of  them  took 
their  eyes  off  the  racers  for  a  minute  after  the  yachts 
had  scored. 

As  they  worked  off  and  about  the  line,  it  could 
be  seen  that  the  Columbia  stood  up  to  her  canvas 
better  than  did  the  Independence.  The  latter  time 
after  time  rolled  out  to  a  big  angle  of  heel  ;  her  lee 
deck  was  immersed  in  solid  water  in  the  puffs,  and, 
as  she  madly  drove  through  sea  after  sea,  it  was 
with  a  roar  and  rush,  through  a  wild  smother  of 
foam  which  began  at  the  bow,  swept  along  the  deck 
and  rolled  off  the  taffrail,  suds  white,  a  lather  of 
foam. 

With  the  preparatory  whistle  sounding  at  1 1 :2o, 
and  the  yachts  then  under  the  rules,  Barr,  coming 
in  from  off-shore,  with  sheets  off,  headed  for  the 
Independence.  Haff  sailed  away  in  toward  Beaver 
Tail  light.  Neither  had  jibtopsail  on,  and  none 
was  carried  to  the  weather  mark. 

After  holding  well  over  to  the  Beaver  Tail  light, 
Haff  jibed  his  ship,  and,  after  taking  in  sheets, 
hauled  her  on  the  port  tack  and  held  along  by  Bea- 
ver Tail  in  the  direction  of  the  entrance  to  Newport 
harbor.  Soon  afterward  he  flung  her  about  on  the 
starboard  tack,  and  then  held  off  for  the  line. 

The  Columbia  drove  down  on  her,  and  when 
close  aboard  Barr  wore  her  and  soon  had  her  on  the 
weather  quarter  of  the  Independence.  Haff  then 
broke  and  tilled  awav,  and  both,  on  cross  tacks,  held 
for  the  line.  Barr  sailed  along  by  the  committee's 
boat.  Meanwhile  Haff,  with  the  Independence 
sharp  by  the  wind,  started  to  cross.  Both  looked 
to  be  "  over  soon." 

A  minute  away  from  the  send-away  whistle  the 
Independence,  on  the  starboard  tack,  sharp  by  the 
wind,  with  a  fine  move  on,  shot  ahead  for  the  scor- 
ing. The  Columbia  was  then  on  her  weather,  and, 
with  sheets  lifted,  Barr,  as  usual,  drove  down  on  the 
Independence,  and  this  time  missed  it  in  two  ways. 
He  violated  racing  rules  by  touling  the  Independence 
when  she  was  sharp  by  the  wind,  while  sheets  were 
lifted  un  the  Columbia  —  for  which  act  the  latter 
should  have  been  disqualified  —  and  then  Haff,  after 
the  collision,  blocked  him  so  nicely  that  the  Colum- 
bia was  almost  carried  over  the  line  before  the  start- 
ing whistle. 

As  Barr  drove  down  on  Haff  the  latter  held  his 
way,  so  that  when  the  two  boats  met  the  end  of  the 
bowsprit  of  the  Independence  struck  the  centre  of 
the   mainsail   of  the  Columbia,    and   then    the   foul 


[  356  ] 


APPENDIX 


occurred,  with  part  of  the  Columbia's  mainsail  lying 
along  the  tore  triangle  of  the  Independence.  The 
circumstances  were  quite  like  those  in  the  Defender- 
Valkyrie  race,  for  which  fouling  the  latter  was  dis- 
qualified. 

Barr,  in  order  to  save  his  ship  and  get  his  wind 
clear,  broke  away  and  tacked  under  the  stern  of 
the  committee's  boat.  Then  he  held  on  a  piece, 
when,  for  the  second  time,  he  headed  for  the  line 
and  went  over  at  the  weather  end,  close  under  the 
steam-yacht  Nourmahal.  Ahead  Hatf  had  sent 
the  Independence  over  well  down  to  the  leeward 
end.      Both   were  on  the  starboard  tack. 


All  was  life  and  motion,  so  fine  was  the  picture. 
Rolled  out  to  long  angles,  smashing  and  banging 
the  sea  as  they  were  driven  on,  Hatf  and  Barr  were 
having  it  out.  The  Columbia  had  a  list  on,  but 
it  was  not  as  bad  as  the  Independence's,  for  the 
latter  was  on  her  uppers,  staggering  and  raising  as 
the  puffs  hit  her  and  the  wind  let  off. 

Once  away,  the  pair  began  their  greatest  fight. 
The  writer  was  on  the  bridge  of  the  Electra,  and 
saw  every  inch  of  the  battle.  It  was  the  old  story  j 
even  in  the  breeze  the  Columbia  looked  a  higher 
road,  while  the  Independence,  widened  away,  was 
forereaching  her,  but  just  enough  to  offset  the  lift- 
ing out  to  weather  that  the  Columbia  made.  Haff 
gave  his  charge  a  hard  full  and  sent  her  for  all  that 
was  in  her.  On  the  other  hand,  Barr  pinched  the 
Columbia  ;  her  jib  was  lifted  often,  and  this  against 
a  head  sea. 

The  pair  pounded  hard.  The  Independence 
was  not  such  a  known  quantity  to  Haff  in  the 
weather  as  was  the  Columbia  to  Barr,  hence,  so  far 
as  knowledge  of  balance  and  trim  went,  all  was  in 
favor  of  the  Columbia. 

The  latter  held  offshore  on  the  first  tack  until 
11:33:30,  when  she  was  stayed  inshore.  The 
Independence  tacked  in  10  seconds  later,  and  then 
both,  on  the  port  tack,  stood  in  toward  the  Narra- 
gansett  shore,  in  a  sea  a  little  abaft  the  beam  with 
the  ebb  tide  setting  both  almost  broadside  up  to 
weather. 

On  the  way  in,  even  in  the  quartering  sea,  the 
Columbia  showed  her  weather  going  qualities  and 
looked  and  fetched  one-half  point  higher  than  the 
Independence.  The  latter,  although  Haff  tried  in 
every  way  known  to  him  to  stop  her  falling  down 
from  the  Columbia,  would  not  do  it.  The  Inde- 
pendence slowly  and  steadily  fell  behind  all  the  road 
in  to  Narragansett  shore.  At  times  she  staggered 
badly  under  the  heavy  hits  and  rolled  out  so  that 
solid  water  was  well  up  to  the  centre  line  of  the 
deck. 

Haff  was  the  first  to  break  inshore,  and  this 
was  a  bit  of  a  surprise,  for  the  game  has  been  to 
hold  as  far  into  the  shore  as  is  safe.  The  Inde- 
pendence stayed  offshore  at  11:46:30,  against  a 
growing,  smashing  head  sea,  conditions  which 
slowed  her  down. 

Barr  did  not  follow  Haff,  but  held  on  seven 
minutes  longer,  and  this  in  a  beam  sea,  into 
smoother  water,  and  a  heavier  draught  of  wind 
along  the  shore.  This  move  on  the  part  of  the 
Columbia  people  stood  the  latter  in  good  stead, 
because  in  the  beam  sea,  smoother  water  and  more 
wind  she  covered  distance  faster  and  wrought  out 
many  seconds  to  the  good. 


Offshore  Haff  held  the  Independence  against 
the  "upper  cut"  head  sea  until  11:49:30,  when 
she  was  headed  in  again.  Less  than  30  seconds 
later  she  was  hit  by  the  heaviest  flaw  of  tlie  day. 
It  knocked  her  down,  she  staggered,  then  rallied, 
and  soon  had  her  **  feet  "  again.  Lying  out  almost 
on  her  beam  ends,  she  struggled  along,  always  at 
a  great  pace,  seemingly  none  the  worse  for  tlie 
"  solar  plexus  "  slammer. 


[357] 


Barr  held  in  until  11:53:20,  when  he  sent  the 
Columbia  on  an  offshore  board  with  right  of  way. 
The  excitement,  always  great  since  the  scoring, 
now  was  intense.  The  followers  of  the  Inde- 
pendence said  that  if  she  could  weather  the  Colum- 
bia in  such  a  sea  and  wind,  they  would  be  in  a 
position  to  throw  out  their  chests  and  tell  about  the 
"  fastest  yacht  "  being  shut  out.  On  the  other 
hand,  the  Columbia  contingent  wanted  the  Boston 
boat  beaten,  and  badly,  too,  so  that  no  such  matter 
would  come  up  for  discussion.  Add  to  this  a  sub- 
dued feeling  of  "  doing  each  other  up,"  and  one 
had  the  principal  reason  why  all  onlookers  were  on 
edge  as  the  pair  neared  each  other  on  cross  tacks. 

^o  fest  had  the  racers  gone  since  the  start  that 
slow  steam-yachts  and  tugs  were  left  behind,  and 
with  the  racers  now  in  the  mist  all  except  tliose  on 
the  faster  steam-yachts  were  in  doubt  as  to  the 
positions  of  the  yachts. 

The  Columbia,  sleek  and  clean,  cutting  out  a 
lO-knot  pace  going  through  the  water  to  weather, 
held  up  for  every  inch  that  she  could  pinch  out, 
closed  in  on  the  Independence.  As  the  seconds 
ran  off  they  neared  each  other,  and  just  at  1 1 :  54 : 3  5 
the  Columbia  crossed  the  bow  of  the  Independence, 
fiilly  two  minutes  to  the  good  and  in  pride  of  place. 

Then  the  Columbia  followers  gave  way  to  their 
pent-up  feelings.  Sober  faces  took  on  smiles, 
cheers  went  up  and  hearty  handshakes  were  ex- 
changed. 

With  the  Independence  crossed  and  the  Columbia 
berthed  safely  in  the  lead,  the  pair  held  off  shore 
against  the  big  tumbling  head  sea.  The  Columbia 
took  to  it  better  than  did  the  Independence,  for  the 
latter  pounded  and  banged  from  sea  to  sea,  knock- 
ing and  throwing  the  spray  on  all  sides  and  high 
in  the  air. 

The  fight  kept  on  without  let-up.  Do  not  think 
Columbia  did  not  pound  and  hit  it  hard.  Slie  did, 
but  without  as  much  of  the  battering  ram  blow 
about  it  as  the  Independence  showed.  The  spray 
flew  from  under  the  Columbia's  bow,  but  it  was 
spray,  and  not  big  chunks,  as  came  from  under  the 
Independence. 

The  fight  kept  on  without  let-up.  No  matter 
on  which  tack,  whether  against  a  head  or  in  a 
beam  sea,  the  Columbia  steadily  edged  out  on  the 
Independence,  and  after  Point  Judith  was  passed  she 
both  forereached  and  outfooted  her.  Out  clear  of 
Judith  the  pair  fell  in  with  a  west-going  tide,  which 
set  them  to  leeward,  with  just  a  let-up  in  the  sea 
and  wind.  Several  short  tacks  were  made,  the 
Columbia  always  pulling  out  in  going  into  and  com- 
ing out  of  stays. 

One  thing  was  especially  noticeable  In  the  sailing 
of  the  pair,  and  that  was  In  the  way  they  acted 
after  filling  away  when  going  out  of  stays.  The 
Columbia,  with  her  nicer  balance  and  her  general 
all-around   going,  well   known  to    Barr,    when  she 


APPENDIX 


tacked  and  was  hauled  by  the  wind  looked   where  might  carry  away,  no  attempt  was  made  to  hoist  it  ; 

Barr  sent  her.      On  the  other  hand,  every  time  the  the   mastliead    was   springing,    and    it    would    have 

attempt  was  made  to  haul  the  Independence  by  the  been  a  mistake  to  put  any  more  strain  on  it.      The 

wind,  she  wound  oti",   fell  away  j   and,  let   Hatf  do  gatf,   also,  buckled,   and  tills  threw  the  draught  of 

what  he  would,  he  could   not  hold   her  up  tor  sec-  the  mainsail  forward. 


onds  after  she  got  going.  Weighing  this  falling  off 
on  every  tack,  and  considering  that  the  Independ- 
ence had  to  make  more  tacks  to  get  the  weather 
mark  than  did  the  Columbia,  there  are  some  reasons 
why  the  Columbia  made  her  gains  on  the  windward 
leg.  She  looked  higher  by  half  a  point,  she  held 
headway  when  going  out  of  stays,  she  made  fewer 
tacks,  and  was  easier  in  the  seaway. 


The  Columbia  wound  around  the  weather  mark, 
four  miles  to  the  north  and  east  of  the  centre  of 
Block  Island,  and  instantly  the  main  boom  was 
eased  away  to  port,  and  with  it  out  broke  the  in- 
termediate jibtopsail  on  the  stay.  She  rounded  at 
12:42:305  and  the  Independence  at  12:45:20. 
!n  sharp  order  tiie  latter's  boom  was  eased  otf  to 
pi»rt  and  the  intermediate  jibtopsail  set;  the  latter 
was  of  about  the  same  size  as  the  Columbia's. 

In  the  troughs  and  hollows  of  the  beam  sea,  the 
pair  reached  for  the  second  mark  at  roaring  speed. 
The  jib  and  the  staysail  on  the  Columbia  looked  to 
be  larger  than  those  on  the  Independence,  and  the 
sheets  were  well  lifted  and  all  the  canvas  was  doing 
its  work.  The  Columbia's  tender,  the  steamer 
Park  City,  had  started  ahead  to  be  a  guide  for  steer- 
ing the  Columbia.  She  was  too  slow,  however,  for 
the  Columbia  passed  her  half  over  the  leg,  although 
everything  was  wide  open  on  the  tender.  Owner 
Lawson,  too,  on  the  Dreamer,  astern,  had  a  race 
with  the  Independence,  but  the  slick  looking  steam- 
yacht  was  beaten  out  by  the  sloop. 


Notwithstanding  her  wUdness,  sailing  a  wider 
course,  running  off  almost  to  the  jibing  point,  the 
Independence  made  up  in  the  latter  part  of  the  last 
leg  almost  all  of  what  she  lost  in  the  first  part, 
under  conditions  such  as  no  other  skipper  ever  met 
before.  Capt.  Haff  so  nursed  and  steadied  her  that 
with  all  her  faults  he  drove  her  fast  enough  after 
the  Columbia  to  make  the  latter's  followers  shiver, 
and  when  the  screeching  of  the  whistle  told  the 
story  that  both  had  crossed  the  finish  line,  the 
Columbia  had  beaten  the  Boston  boat  37  seconds 
on   the   last   leg    of  the   race. 

The  sight  as  they  crossed  the  line  was  grand. 
Both  were  in  a  smother  of  foam,  and  going  at  a 
14-knot  pace.  The  Columbia,  rolled  out,  had 
solid  water  on  deck,  and  tlie  spray  swept  over  her 
bow  and  along  the  deck. 

The  Independence  presented  a  wilder  look. 
Beginning  at  her  whiskers,  she  took  on  the  lee 
bow  wave  and  sea  in  tons  ;  the  water  was  carried 
along  deck  and  swept  over  her  tatfrail  in  waterfall 
style,  with  a  roar  and  a  rush  never  seen  before  in 
any  race.  She  had  a  tremendous  move  on.  So 
grand  was  her  performance  that  she  silenced  all 
opposition,  and  she,  and  not  the  Columbia,  received 
the  more  generous  salute,  in  which  every  one  of 
every  shade  ut  yachting  opinion  joined  heartily. 
The  salutes  which  she  received  were  deserved,  and 
her  performance  raised  the  query,  *'  Wiiat  would 
a  well  turned   boat  of  the  scow  type  do  ?  " 

To-night  the  Independence  is  greater  than 
before,  and  all  interested   in  yachting  are  indebted  to 


As  the  90-footers  rolled  off  mile  after  mile,  the 
pull  out  was  all  in  favor  of  the  Lawson  boat,  at  the     the  Newport  Yacht  Racing  Association  for  bringing 
rate  of  eight  seconds   a   knot,   a  clever  gaining  on     about  the  races,  and   the  grand  finale  of  today    was 

a  closing  triumph  to  its  labors. 


such  a  clever  reacher  as  the  Columbi 

The  wind  at  the  five-mile  point  of  the  leg  took 
on  the  best  of  the  day.  Before  the  start  many 
predicted  breakdowns,  and  surely  the  conditions 
warranted  the  suspicion.      None  came,  however. 

The  Independence  sailed  as  never  before,  and 
jumped  fi-om  sea  to  sea  nearer  to  the  Columbia  yard 
by  yard.  The  gain  was  perceptible,  so  much  so 
that,    when   the   time  of  rounding   was  taken,    the 


Mr.  Lawson  left  for  home  to-night.  Before 
leaving  he  said  that  the  Independence's  perform- 
ance to-day  evened  up  all  that  he  had  spent  on  her. 
Still,  the  Independence  was  designed  two  years  after 
the  Columbia,  and  she  was  supposed  to  beat  her. 
The  Columbia  has  won  every  race  the  pair  started  in. 

Capt.  Haff  said  to-night  :  **  I  don't  want  to 
make  any   excuses    for  the    Independence,   but   the 


gain  in  10  knots,  with   booms  well  off  to  port,  was      facts  are   that,  when  our  boat  was  heeled  out,  the 


in  favor  of  the  Independence  by  im.  35s.,  and  this 
in  even  conditions  and  where  the  Lawson  boat  did 
the  worse  roll  act  of  the  two. 

With  two  legs  on  the  race  finished  in  a  weather- 
bow  sea,  'joth,  on  an  easy  fetch,  started  on  the 
port  tack  for  the  finish. 

The  writer  has  seen  many  races,  but  never  such 
a  performance  as  that  shown  by  the  Independence. 
Her  wild  lee  helm  lost  her  the  lead  on  the  way  in. 
She  got  wild,  and  ran  off  her  helm  three  times, 
and  so  much  so  that  it  looked  as  if  she  might  jibe. 
Haff  slacked  her  away  to  get  the  jibtopsail  in,  doing 
this  to  take  the  weight  of  the  wind  off  that  sail. 

To  onlookers  it  looked  as  if  the  Independence 


compass  did  not  work  right  and  we  were  heading  a 
course  three  points  off  what  we  should   have  sailed, 
and  this  during  the  first  part  of  the  last  leg." 
The  following  is  the  summary  of  the  race  : 


CLASS    G.      SLOOPS. 

Name 

Start           Finish 

Elapsed 

Time 

Corrected 
Time 

Columbia 
Independence 

H.   M.  S.      H.   M.  s. 

11.25.00       2.16. 4S 
11.25.00       l.iy.iS 

H.   M.   S. 
2.^1.48 
2.52.28 

H.   M,   S. 
2.51.17 
2.5Z.2.8 

Columbia   beat   Independence  40  s.  elapsed  time, 
and  I  m.  us.  corrected  time. 

It  is  safe  to  say  that  no  crew  ever  showed  more 


had  the  "  bit  "  in  her  mouth  and  had  taken  control,  pluck  and  courage   than  that  of  the  Independence, 

so  wide  did  she  run  off.      This,  of  course,  put  her  Without   a  win,  beaten   very   badly   in  some  races, 

hack,  and  add  to  it  the  fact  that  she  was  eased  to  still  they  have  that  same  dogged   courage  that   has 

set  up  the  backstay,   and   one  can  see  why  she  did  been  theirs  since  the  beginning,   and   on  the  streets 

not   go  at  her  best  in   the  conditions.     The  main-  to-night    they    all   said  :   **  We  'vc   got  the    fastest 

sail,    also,    settled    at  the  head,   and,   lest  anything  vessel." 

[  358  ] 


APPENDIX 


From  the  New  York  IVorld,  August  4th,  1901 


i  fflii 


John  R.  Spears  Says  That 
Two  Mistakes  in  Seaman- 
ship Keep  the  Boston 
"Scow"  from  Beating  the 
Herreshoff  Beauty  in  a 
Fierce  Tussle. 


COLUiVIBIA  FINISHES 
40  SECONDS  AHEAD. 


At  the  Start  the  Old  Cup  Defender 
Fouled  Independence,  and  Had 
Lawson  Claimed  His  Rights  the 
Race  Would  Have  Been  His. 


B  Y  JOHN  R.  SPEA  RS, 

Historian  of  Our  Navy  and  The  WorlJ'a  Vacht- 
iDg  Export. 

NEWPORT,  Aug.  3. —Rarely  if  ever  have 
the  old  yachtsmen  now  at  Newport  seen  a  more 
stirring  race  than  that  between  the  old  cup  defender 
Columbia  and  Mr.  Lawson's  Independence,  off  this 
port  to-day,  and  never  in  all  their  experience  did 
they  see  a  ninety-footer  lie  down  to  her  work  as 
did  the  Boston  boat  when  on  the  last  leg  of  the 
triangle. 

It  was  fairly  enough  to  make  the  oldest  bar- 
nacle in  the  fleet  gasp^  for  when  the  wind  caught 
her  abeam  the  crew  were  literally  obliged  to  cling 
fast  to  whatever  was  in  reach  to  keep  clear  of  the 
flood  of  solid  water  that  surged  up  over  her  deck  to 
the  mast  coat. 

And  tor  another  hair-lifiing  event,  Ban- 
slammed    Columbia    down    on    Independence    just 


at  the  start,  fouled  her  and  all  but  took  the  mast 
out  of  her,  but  Lawson  was  too  good  a  sportsman  to 
protest  the  foul. 

It  was  a  piping  breeze,  a  genuine  half-gale  from 
the  start,  and  that  was  just  what  both  yachts  were 
built  for,  and  the  result  was  a  splendid  exhibition  of 
speed,  a  thorough  search  for  defects,  and  a  test 
of  the  relative  merits  of  the  two  that  was,  curiously 
enough,  satisfactory  to  the  friends  of  both  boats. 

COLUMBIA'S    NARROW    ESCAPE. 

Columbia  won  by  forty  seconds,  official  time, 
not  counting  her  time  allowance.  With  that  added 
she  was  one  minute  and  eleven  seconds  to  the  good 
in  orficial  time.  Further  than  that,  if  the  difference 
in  time  in  crossing  the  line  were  considered,  as  in  an 
international  race,  then  Columbia  must  have  thirty 
seconds  more  added  to  her  gain. 

On  the  bare  figures  as  taken  at  the  difl^erent 
marks,  Independence  showed  herself  to  much  better 
advantage  than  in  any  previous  race.  It  is  certain 
that  she  has  been  improved  by  the  recent  work  upon 
her.  It  is  also  certain  that  she  was  not  in  as  good 
sailing  trim  as  she  might  he  by  a  margin  of  enough 
time  to  wipe  out  her  defeat. 

Nor  is  that  all,  for  there  were  at  least  two  errors 
in  handling  Independence,  either  of  which  accounts 
for  more  than  the  forty  seconds  between  the  two 
vessels  at  the  finish. 

SETTING    THE    COURSE. 

The  regatta  committee  at  about  10.40  set  sig- 
nals announcing  that  the  first  leg  of  the  course 
would  be  ten  miles  long  southwest  by  south,  or 
within  one  point  of  the  wind  that  was  then  south- 
southwest.  The  second  leg  was  la-d  east  ten 
miles,  and  the  third  ten  miles  north -north  west  to 
the  starting  point  at  the  Brcnton  Reef  lightship. 
For  some  unexplained  reason  the  race,  which  should 
have  started  at  li  o'clock,  was  postponed,  but  at 
11.15  o'clock  the  warning  whistle  was  blown, 
which  notified  the  big  racers  that  they  v;ere  to  go 
at  1 1.25. 

The  Columbia  at  this  time  was  away  oflFat  the 
southeast  of  the  line  and  the  Independence  over 
toward  the  Beaver  Tail  light.  Both  were  ready 
for  the  fight,  and  Columbia  made  the  pace  by 
reaching  over  to  Independence  and  swooped 
around  on  the  weather  bow  of  the   Boston  boat. 

Columbia's  speed  was  great,  and  as  she  rounded 
to  she  spilled  the  wind  from  her  big  mainsail  into 
the  sails  of  the  Independence  to  deaden  her  head- 
way. Both  had  been  heading  westward  on  port 
tack. 

At  that  both  came  to  the  wind  and  Independ- 
ence turned  to  the  starboard  tack,  while  the  Colum- 
bia went  oflf  on  the  port  again.  But  Columbia 
soon  turned  to  the  starboard  tack  and  then  both 
reached  back  toward  the  starting  Une. 

It  was  then  11.32.50  o'clock  or  2^  minutes 
before  the  starting  signal  was  to  be  given,  and  a 
minute  later  it  appeared  that  they  would  reach  the 
flagship,  the  Nourmahal,  ahead  of  time. 

To  understand  what  happened  next  the  reader 
must  recall  that  under  the  rule  of  the  road  Columbia 
had  to  keep  clear  of  the  Independence. 

But  when  Barr  saw  that  he  W3S  ahead  of  time 
he  put    up    his    helm  and  swooped  down  on   Inde- 

59  ] 


APPENDIX 


pendence,  intending  apparently  to  gain  time  by 
lengthening  his  route  and  then  to  turn  up  to  the 
line,  spill  his  wind  on  the  Independence,  deaden 
her   headway  and  then   go  on   triumphant. 

It  was  precisely  the  trick  which  Lord  Dun- 
raven  tried  with  Valkyrie  III.  in  the  race  with 
Defender  off  Sandy  Hook,  and,  like  Dunraven, 
Capt.  Barr  swooped  too  far.  For  when  he  put 
his  helm  down  to  turn  toward  the  line  he  was 
so  close  to  Independence  that  the  end  of  Colum- 
bia's boom  barely  missed  the  shrouds  of  Independ- 
ence, and  then  scraped  along  both  head  sails. 

INEXCUSABLE    FOUL 

It  was  an  inexcusable  foul,  and  the  rule  says 
that  a  yacht  so  fouling  another  shall  be  disqualified. 
By  that  folly  Columbia  gave  the  race  to  Independ- 
ence, but  Mr.  Lawson,  who  was  near  at  hand  on 
the  Dreamer,  was  too  good  a  sportsman  to  take 
advantage  ot  his  legal  rights.  Independence  had 
been  thrown  slightly  out  of  her  course,  she  held  on 
parallel  with  the  line,  waiting  tor  the  starting 
signal. 

For  some  reason  this  signal  was  delayed  beyond 
the  moment,  greatly  to  the  disadvantage  of  Inde- 
pendence, for  she  was  heading  for  the  lee  end  of 
the  line,  and  every  second  was  of  great  value. 

Just  short  of  the  lightship  (the  lee  end  of  the 
line)  Independence  turned  up  and  crossed,  and  the 
committee  sounded  the  signal  as  her  bowspirit 
reached  the  line. 

Columbia  at  this  time  was  turning  on  her  heel 
just  west  of  the  fiagship.  She  was  quickly  around 
and  reached  the  line  but  thirty  seconds  behind  Inde- 
pendence, as  timed  by  the  reporters.  They  were 
then  both  away  at  a  smoking  speed,  on  the  star- 
board tack,    which   was  taking  them  out  to  sea. 

What  the  schooners  did  no  one  saw,  and  what 
befell  the  yawls  was  noted  rarely  thereafter.  For 
now  the  old  Herreshoff  boat  and  the  Boston  boat 
were  in  a  fight  in  wind  and  weather  that  was  a  joy 
to  both  skippers.  The  Columbia  was  heeled  with 
gunwale  to  the  waters,  the  Independence  with  lee 
rail  clear  down  out  of  sight.  The  waves  swept  in 
over  her  lee  bow  and  went  breaking  along  aft, 
as  waves  break  along  a  sandy  beach,  and  finally 
spilled  out  in  a  pouring  torrent  over  the  taffrail. 
The  lee  shrouds  and  the  back  stays  cut  spurting 
sprays  from  the  water  that  were  thrown  four  feet 
into  the  air,  while  a  wave  that,  now  and  -gain 
smashed  Itself  to  windward  threw  the  water  thirty 
feet  above  the  deck.  She  was  crashing  along  like 
an  aquatic  avalanche,  so  to  speak.  It  was  glorious 
aport  for  the  spectators  on  dry  steamers,  but  some- 
what moist  for  the  seamen. 

It  was  also  depressing  for  them  mentally,  for 
within  ten  minutes  after  the  crossing,  Columbia 
steadily,  if  slowly,  worked  out  ahead. 

Instead  of  standing  out  to  sea  in  one  long  board, 
as  on  Thursday,  they  worked  to  and  fro  until  1 1 .  56, 
when  Columbia  crossed  the  bow  of  the  Boston  boat 
with  ample  room  to  spare,  and  the  first  leg  was 
won    by   the    Bristol  beauty. 

Down  off  Point  Judith  Independence  did  for  a 
time  catch  up  some  of  her  precious  loss,  but  that 
gain  was  thrown  away,  at  least  so  it  seemed,  for  at 


12.37  o'clock,  with  the  first  mark  in  plain  view, 
and  both  boats  to  leeward  of  the  mark,  Capt.  Haff 
filled  away  and  went  flying  off  to  leeward  of 
Columbia. 

They  were  both  then  on  the  starboard  tack. 
At  12.38  both  went  to  the  port  tack,  and  Haff 
still  sailed  her  a  point  free.  In  consequence  the 
distance  between  the  two  boats  was  soon  doubled,  if 
the  reporters  could  see  all  right. 

As  timed  by  the  reporters  the  yachts  reached 
the  first  mark  thus:  Columbia,  12.42. 30 ;  Inde- 
pendence, 12.45.10.  Columbia  gained  2  minutes 
50  seconds  in  beating  ten  miles  against  a  twenty- 
knot  wind. 

In  the  second  leg  the  wind  was  well  off  the 
starboard  quarter.  Both  yachts  set  reaching  jib-top- 
sails of  a  medium  size.  During  this  leg  the  wind 
rose  to  a  speed  estimated  at  from  twenty-two  to 
twenty-five  knots  by  different  experienced  observers. 
The  sea  was  in  a  splendid  tumble  and  the  froth  of 
the  white  caps  stretched  out  in  lines  of  white  across 
green  water,  and  the  harder  it  blew  the  more  Inde- 
pendence gained  on  Columbia.  The  time,  as  taken 
by  the  reporters  at  the  second  mark,  was  :  Columbia, 
I.  30.00  ;  Independence,  i. 3  1. 1  5.  Independence 
was  but  1  minute  15  seconds  behind  and  had  gained 
I  minute  and  35  seconds. 

Having  jibed  around  the  second  mark,  Colum- 
bia, with  no  jib-topsail,  headed  on  the  course  with 
the  wind  abeam.  To  the  astonishment  of  all,  Inde- 
pendence came  around  with  her  medium  jib-topsail 
up  and  straightway  she  heeled  over  until  her  mast 
was  considerably  below  an  angle  of  forty-five  degrees 
with  the  horizon.  No  old  salt  present  had  ever 
seen  a  90-footer  heel  like  that.  The  water  swashed 
up  alee  to  the  mast,  and  the  crew  clung  to  the 
weather  rail,  or  whatever  was  at  hand,  literally  for 
life. 

But  that  was  not  all.  The  yacht  simply  took 
charge  of  herself  and  went  yawing  off  as  if  bound 
for  West  Island.*  After  a  little  she  came  up  and 
luffed  until  her  jib-topsail  was  flapping,  then  she 
yawed  off  again  and  came  to  again.  She  was 
simply  slashing  around  over  the  whole  Atlantic 
Ocean.  For  a  while  Columbia  followed  her 
motions  somewhat,  as  if  to  keep  in  ahead  of  her, 
but  eventually  straightened  out  for  home.  Inde- 
pendence after  five  minutes  or  so  stopped  yawing, 
but  was  then  seen  to  be  heading  well  off  the  course 
of  Columbia. 

Then  the  jib-topsail  on  the  Independence  was 
lowered,  only  to  be  set  again  after  a  few  minutes. 
Thereafter  she  soon  headed  up  in  true  course  for 
home,  and  at  1.56.30  took  down  her  jib-topsail. 
During  all  this  time  she  had,  at  worst,  held  her 
own,  and  when  relieved  of  the  jib-topsail  she 
steadily  gained,  although  Columbia,  meantime,  had 
set  a  windward  jib-topsail  at  1.44  o'clock. 

The  official  time  at  the  finish  was  :  Columbia, 
2. 16.48  ;  Independence,  2.1 7.28.  Columbia  by 
official  time  finished  40  seconds  ahead,  but  Inde- 
pendence had  gained   35   seconds. 

Mr.  Lawson  was  seen  when  he  landed  after  the 
race.  He  had  followed  Independence  on  the 
Dreamer.  He  said:  **  The  race  to-day  has  frilly 
recompensed  me  for  building  the  Independence.      1 


*  The  error  in  InJcpcndence's  compass,  which  vras      the  writer  of  this  article  wlicn  the  above  was  writlcn.     See 
responsible  chiefly  for  this  running  olf,  was  unknown  to       page  z^d. 


[  360  1 


APPENDIX 


would  have  been  willing  to  build  two  such  yachts 
fur  the  pleasure   I   got   out   of  to-day's  race." 

He  added  that  he  had  made  no  plans  for  the 
future,  but  that  he  should  race  Independence  when- 
ever he  could  get  the  chance.  When  he  was  asked 
about  the  sttiry  (printed  twice  in  a  New  York  paper) 
that  he  had  offered  2^ioo,ooo  to  his  crew  if  the 
Independence  should  win,  he  replied  :  **  That  was  a 
malicious  lie,  and  I  cannot  see  what  the  object  of 
the  man  who  wrote  it  was.'* 

The  summary  ; 

90-FOOT    SLOOPS  — CLASS    G. 

Elapscil    Corrrctcd 


Name 

Start           Finish         Time 

Tune 

H.    M.   S.         H.    M.   S.      H.   M.   S. 

Indepfiuiencc           ii.2?.oo       1.17.28       z.  52.28 
Columbia                 il.zs.oo      2.16.48      2.51.48 

H.  M.  s. 

1.52  28 

2.51. 17 

90-FOOT    YAWLS  — CLASS    C. 

Vigilant 
Navahne 
Ailsa 

11.50.00      2.44.21       J. 14.2! 
ii.jo.oo      2,45. j6       J.i<;.lf» 

II.JO.OO         2.40.16          J.IC.26 

314  I! 
31454 

J.0.J.OI 

65-I-OOT    CUTTERS  — CLASS    I. 

Heater 

Senta 
Isolde 

1 1.45.00       1.42.46       3.57-46 
11.45.00       J. 5). 54      408.S4 
11.45.00       J. 47.01       4.02.01 

3.57.46 
4.00.38 
3.53.08 

7! 

-FOOT    SCHOONKRS  — CLASS    D. 

Quiefletta 
tlmina 

11.40.00       3.41.06       4.OJ.06 
11.40.00       3.38.22       3. 58. 21 

4.03.of. 
3.58.01 

GENERAL    PAINE'S 
OPINION 

A.  G,  McVey  in  the  North  Shore ^  J^n^j  1901. 

'*  He  knew  before  he  started  that  unless  the 
Independence  was  given  over  to  a  member  of  the 
New  York  Yacht  Club  his  yacht  would  not  be 
entitled  to  start  in  the  trial  races." 

The  above  is  the  text  of  those  who  blame  Mr. 
Lawson  for  going  ahead  with  the  building  ot  a  yacht 
to  defend  the  cup,  when,  it  is  claimed,  he  knew 
in  advance,  that  the  club's  doors  were  shut  against 
his  entry  in  the  trial  races. 

This  is  the  argument  of  those  who  for  personal 
reasons  have  wished  for,  and  wanted  his  yacht 
barred  out,  and  who  are  now  pleased  that  this  has 
practically  been  done.  Un-American  in  thought, 
in  wisli  and  desire. 

Have  those  who  believe  in  the  text  any  grounds 
whatever  to  rest  their  case  on  .''  None,  for  the  con- 
trary is  the  positive  fact.  The  owner  of  the  In- 
dependence was  informed  of  what  General  Paine 
told  me  before  the  contract  was  let  out,  that  he  had 
the  right.  The  best  posted  American  yachtsman 
told  me  in  his  own  home,  in  answer  to  my  ^uery, 
in  the  following  specific  language  : 

*' Any  yacht  or  vessel  built  in  the  country  of 
the  club  holding  the  cup,  if  within  the  terms  of  ihe 
agreement  between  the  parties  to  the  match,  has  a 
right  to  be  considered  among  the  vessels  built  for 
the  defence  of  the  cup.  She  may  not  be  a  yacht  ; 
a  Rockport  sloop  may  defend  it  if  she  comes  within 


the  agreement,  and  there  is  nothing  m  the  deed  of 
gift  which  says  that  a  man  who  builds,  or  has  one, 
need  be  a  member  of  any  club." 

This  is  the  statement  General  Paine  made  tome, 
and  1  in  turn  told  It  to  Mr.  Lawson. 

What  better  opinion  could  any  man  ask  for,  and, 
from  the  time  he  told  me  the  above,  General  Paine 
has  never  changed  his  opinion.  He  holds  to  it 
now  }  in  fact,  word  for  word,  he  repeated  it  to  me 
only  a  few  days  ago. 

Is  any  explanation  now  needed  on  the  state- 
ment, that  Mr.  Lawson  started  on  uncertam 
ground  ? 

Did  he  not  have  the  best  authority  in  this  country 
to  proceed  on,  on  the  question  as  to  his  right  to 
build  a  yacht  to  defend  the  cup,  even  if  not  a  mem- 
ber of  any  club  ?  At  the  inception  of  the  building 
there  was  no  thought  on  the  subject  *'  barring  out." 

What  has  tlie  present  America's  cup  committee 
done  toward  successfully  defending  the  cup.  They 
have  deliberately  treated  the  opinion  of  one  who  has 
thrice  successfully  defended  the  cup,  been  chairman 
of  the  America's  cup  committee,  also  a  member  of 
it,  almost  with  contempt,  for  it  is  a  matter  <if  public 
knowledge  that  General  Paine  thinks  that  a  wrong 
has  been  done  in  the  matter  now  uppermost  in  the 
public  mind. 

Was  it  not  the  committee's  duty,  if  for  no 
other  reason  than  as  an  act  of  courtesy,  to  make  in- 
quiry by  letter  asking  General  Palne's  views,  espe- 
cially when  the  members  must  have  known  that 
Mr.  Lawson  placed  all  confidence  and  faith  in  our 
beloved  yachtsman's  opinion  and  judgment  on  a 
matter  which  has  caused  him  a  large  expenditure  of 
money. 

What  can  be  said  of  the  conclusions  of  a  com- 
mittee who  give  no  heed  to  the  judgment  of  one  of 
the  club's  best  members,  especially  when  they  act 
against  all  the  precedents  and  the  customs  of  the 
club,  by  throwing  out  a  yacht  which  one  man, 
single  handed,  built  for  the  purposes  of  defending 
the  cup.  I  know  many  of  the  members  of  the 
New  York  Yacht  Club  well,  and  strongly  dissent 
from  the  flippant  statement  now  so  commonly  used, 
*'  they  're  a  set  of  cads  and  snobs." 

They  are  quite  the  opposite  of  this,  for  a  more 
democratic,  generous,  whole-souled  lot  of  men  it 
would  be  hard  to  find.  I  fully  agree  with  General 
Paine  and  consider  his  opinion  superior  to  that  of 
any  committee  which  the  club  could  possibly  appoint, 
because  he  was  one  of  the  parties  who  made  the 
deed,  was  in  frequent  consultation  with  the  late 
George  L.  Schuyler,  who  gave  the  club  the  cup, 
hence,  their  fi-equent  conferences  when  the  latest  trust 
deed  was  written  have  given  General  Paine  a  better 
idea  of  what  the  donor  wanted  and  desired  than 
anyone  else. 

There  has  been  too  much  law,  too  much  tech- 
nicality, and  too  much  personal  prejudice  in  the 
matter,  and  the  committee,  instead  of  doing  their 
duty  in  accord  with  the  terms  of  the  trust  deed 
which  the  club  bound  itself  to  follow,  has  drifted 
away  from  the  language  of  the  deed. 

The  committee  seems  now  to  be  actuated  more 
with  the  desire  to  beat  Lawson  than  it  is  to  beat 
Shamrock    H. 

Construing  the  terms  of  the  deed  liberally  is 
manly,  generous,  and  sportsmanlike,  and  such  de- 
cisions  are  in    line    with    tlie   work  of  successfully 


[361] 


APPENDIX 


defending  the  cup.  Opinions  wholly  at  variance 
with  the  views  of  all  former  cup  committees  are  set 
up  for  the  first  time  in  America's  cup  history,  and  this 
by  men  a  majority  of  whom  are  better  posted  in 
steam  than  they  are  in  saiUng  yachts. 

It  is  my  opinion  that  the  members  of  the  New 
York  Yacht  Club  do  not  fully  understand  the  situation. 
Never  before  has  any  cup  committee  held  the 
views  of  the  present  one.  The  latter,  instead  of 
following  precedents,  has  deliberately  set  them  aside  ; 
and  this  they  hold  to  be  the  best  way  and  means  of 
successfully  defending  the  cup. 

The  members  can  hardly  justify  the  act,  —  shut- 
ting out  a  yacht  built  at  great  expense,  after  the  en- 
dorsement and  the  opinion  of  General  Paine  had 
been  ascertained  prior  to  starting  the  work. 

The  present  committee  seem  to  have  a  purpose 
of  avoiding  their  duty  as  defined  by  the  deed,  and 
thus  fir  they  have  refused  to  obey  its  terms. 

General  Paine  today  says  their  decision  is  wrong, 
and  so  do  all  those  who  believe  that  the  committee's 
duty,  above  all  other  considerations,  is  to  find  the 
fastest  American  yacht,  and  thus  defend  the  cup 
with  the  best  tools  possible. 

The  idea  that  a  yacht  must  be  enrolled  in  the 
New  York  Yacht  Club,  so  that  the  committee  may 
have  full  control  and  full  power  over  her,  is  childish, 
since  the  America's  cup  committee  has  full  power 
to  select  such  yacht  as  they  please  without  appeal. 

It  is  the  argument  of  a  child,  viz  :  "  An  owner 
might  violate  the  rules,  and  if  he  was  not  in  the 
club  he  could  not  be  disciplined." 

Does  any  reasonable  man  for  one  moment  be- 
lieve that  there  is  a  man  the  world  over  so  silly  as  to 
invest  a  fortune  in  building  a  yacht  with  a  view  of 
defending  the  cup,  and  then  have  her  thrown  out 
on  a  violation  of  the  racing  rules  ? 

The  members  of  the  New  York  Yacht  Club  are 
too  sensible  to  give  any  such  a  proposition  any  seri- 
ous thought,  and  the  wonder  is  that  the  present 
American  cup  committee  does. 

Still,  to  be  consistent  with  their  present  action, 
decisions  which  no  other  committees  have  ever 
made  are  now  in  order.  As  between  General  Paine 
and  the  committee,  the  former  stands  out  on  the 
broad  ground  —  "the  fastest  American  yacht  should 
defend  ;  "  "the  duty  of  finding  her  out  is  an  obli- 
gation assumed  by  the  club  when  it  took  the  Amer- 
ca's  cup  in  trust.  "  Technical  decisions  at  variance 
with  all  former  ones,  those  narrow  in  conclusion  and 
spirit,  should  give  way  to  those  which  are  in  the  in- 
terest of  success  and  the  advancement  of  the  sport. 

The  principle  involved  is  well  worth  fighting 
for. 


The  DEED  ILLEGAL 

Forest  and  Stream  of  July  yth,  1892,  contained 
the  following  on  the  legality  of  the  deed  of  gift, 
from  the  pen  of  Stinson  Jarvis,  Esqr.,  of  New 
York,  a  lawyer,  an  authority  on  the  legal  phases 
of  the  question  dealt  with,  and  a  writer  on  yachting 
whose  views  are  notably  conservative  and  sound: 

**  If  the  reader  reperuses  the  conditions  of  the 
first  conveyance  of  1857  he  will  see  that  '  it  is  dis- 
tinctly understood  that  the  cup  is  to  be  the  property 
of  any  club  whose  representative  yacht  shall  win  it  \ 


and  also  *  that  the  condition  of  keeping  it  open  to  be 
sailed  for  by  yacht  clubs  of  all  foreign  countries 
shall  forever  attach  to  it,  thus  making  it  perpetually 
a  challenge  cup  for  friendly  competition  between 
foreign  countries."  Here  it  will  be  seen  that  a  dis- 
tinct trust  was  created  in  fiivor  of  all  yacht  clubs 
whose  representative  yachts  should  either  compete 
for  or  win  the  cup;  that  the  cup  should  be  *  the 
property  '  (in  trust,  of  course)  of  such  clubs,  *  which 
shall  always  be  entitled  *  *  *  to  claim  the  right 
of  sailing  a  match  for  this  cup  ^ '  and  that  the  only 
ways  in  which  the  New  York  or  any  other  yacht 
club  could  deal  with  the  cup  were  to  observe  the 
conditions  which  should  forever  attach  to  it,  keep  it 
perpetually  open  to  challenge,  and  hand  it  over  to 
the  club  whose  yacht  should  win. 

*'  In  the  fice  of  this  unmistakably  clear  language 
in  the  creation  of  the  trust,  the  officers  of  the  New 
York  Yacht  Club  twice  handed  the  cup  over  (as 
is  said)  to  a  man  who  legally  had  nothing  to  do 
with  it,  and  on  each  occasion  t<jok  back  alleged  con- 
veyances from  a  man  who  had  nothing  to  convey, 
because  nothing  had  been  conveyed  to  him.  Mr. 
Schuyler,  together  with  the  other  owners,  parted 
forever  with  all  their  title  in  the  cup  in  creating  a 
trust  in  favor  of  certain  institutions.  The  impor- 
tant benefits  passing  to  the  beneficiaries  under  this 
trust  gift  immediately  attached  as  of  right  to  all  of 
them,  and  could  not  be  revoked  or  altered  by  ar- 
rangements between  Mr.  Schuyler  and  the  present 
and  merely  temporary  trustees.  Mr.  Schuyler's 
former  intimacy  with  the  matter,  as  one  of  the 
donors,  seems  to  have  blinded  ever>'body*s  eyes  to 
the  fact  that  after  the  first  conveyance  he  was, 
legally,  a  complete  stranger  to  the  cup  ;  and  also 
that  the  trusts  and  conditions  first  made  cannot  be 
interfered  with. 

"Surely  it  must  be  clear  to  all  that  the  New 
York  Yacht  Club  could  not  possibly  convey  to  Mr. 
Schuyler  an  ownership  in  the  cup  ivhich  it  did  not 
itself  possess^  and  that  consequently  his  alleged  con- 
veyances to  the  club  should  never  have  been  made. 
The  New  York  Yacht  Club  is  a  conduit-pipe  to 
lead  the  cup  to  another  conduit-pipe  which  will 
lead  it  to  another ;  and  so  on  into  the  future. 
Even  if  Mr.  Schuyler  had  actually  paid  the  full 
hundred  guineas  for  a  conveyance  to  him  from  the 
club,  he  could  gain  no  particle  of  ownership  in 
the  cup,  as  against  the  beneficiaries,  and  he  took 
the  same  with  full  notice  of  the  trusts  attaching  to  it. 
+  **  +  **  +  + 

**  If,  then,  the  club  had  no  power  to  reconvey, 
where  did  Mr.  Schuyler  receive  his  ability  to  make 
the  so-called  deeds  now  in  question  ?  If  anyone 
could  be  so  absurd  as  to  claim  that  any  property  in 
the  cup  remained  in  him  after  the  first  conveyance 
to  the  club,  made  by  all  the  original  donors,  this 
would  be  to  admit  that  the  legal  representatives  of 
the  four  other  deceased  donors  were  now  entitled  to 
a  four-fifi:hs  share  of  the  same  remnants  of  owner- 
ship as  his.  A  member  of  the  club  suggested  to  the 
writer  that  perhaps  these  legal  representatives  ought 
to  have  been  also  dealt  with  in  the  transactions  with 
Mr.  Schuyler.  This  is  a  mistaken  idea  which 
many  possess.  These  representatives  and  Mr. 
Schuyler  were,  at  the  time  of  the  last  transactions, 
total  strangers  to  the  cup,  legally  speaking,  who 
never,  by  any  imaginable  means,  except,  perhaps, 
an  act  of  Congress,  could  hold  ownership  again." 

62  ] 


APPENDIX 


THE    VOICE   OF   THE    PRESS    ON    THE 
"INDEPENDENCE    EPISODE" 


From  the  New  York  IVorld  Miy  19th,  1901  : 
UNSPORTSMANLIKE,    UN-AMERICAN. 

In  the  controversy  between  Mr.  Lawson,  the 
owner  of  the  yacht  Independence,  and  the  New 
York  Yacht  Club  the  sympathies  of  the  public  are 
instinctively  with  Mr.  Lawson.  The  public  rea- 
sons that,  whatever  the  technicalities.  Sir  Thomas 
Lipton's  challenge  is  to  all  America  ;  that  the  New 
York  Yacht  Club  is  custodian  of  the  America's 
cup  for  the  yachtsmen  of  America  ;  that  its  sole  de- 
sire should  be  to  send  against  the  British  challenger 
the  best  yacht  which  America  can  build  ;  that  Mr. 
Lawson,  of  Boston,  is  right  in  refusing  to  sail  his 
candidate,  Independence,  under  the  flag  of  the  New 
York  Yacht  Club,  since  he  is  not  a  member  of  it, 
and  does  not  wish  Boston  to  be  deprived  of  any 
glory  which  might  come  through  Independence. 

Let  us  see  how  the  facts  are  related  to  the  pub- 
lic instinct. 

The  yacht  America  was  built  by  a  syndicate 
headed  by  and  inspired  by  John  C.  Stevens,  the 
founder  of  the  New  York  Yacht  Club.  The  Amer- 
ica was  not  built  by  or  under  the  auspices  of  the 
New  York  Yacht  Club,  and  the  famous  cup  she 
won  on  Aug.  aid,  1851,  came  into  possession  of 
the  New  York  Yacht  Club  only  by  deed  of  gift, 
dated  July  8th,  1857. 

That  original  and  only  binding  deed  of  gift  was 
conceived  and  written  in  the  true,  the  broad  spirit. 
It  simply  provided  for  the  sailing  of  the  best  obtain- 
able American  yacht  against  any  foreign  aspirant  for 
the  cup. 

In  that  spirit  the  cup  was  defended  twice,  in 
1885  and  again  in  18S6,  by  yachts  flying  the  flag 
of  the  Eastern  Yacht  Club  —  the  Puritan  and  the 
Mayflower;  and  in  1887  the  cup-defender  Volun- 
teer sailed  as  the  joint  representative  of  the  Eastern 
and  the  New  York  Yacht  Clubs. 

But  in  1887  a  new  deed  of  gift  was  drawn  up  — 
a  preposterous,  illegal  proceeding.  This  contained 
a  clause  most  ofl^ensive  to  the  democratic  spirit  of 
this  country  and  of  the  original  donors  of  the  cup, 
who  were  the  only  persons  having  a  right  to  fix 
conditions.  The  new  condition  made  the  Ameri- 
ca's cup  not  an  American  cup  but  a  New  York 
Yacht  Club  cup.  This  proceeding  would  find  a 
parallel  if  at  some  fiature  time  the  trustees  of  the 
Carnegie  free  public  libraries  should  make  a  new 
deed  of  gift  excluding  every  one  from  the  libraries 
except  the  trustees  themselves. 

Clearly,  then,  the  public  instinct  is  sound.  Mr. 
Lawson  is  right ;  and  the  New  York  Yacht  Club 
is  showing  a  spirit  unworthy  of  this  city,  unsports- 
manlike, un-American.  It  is  trying  to  make  these 
races  no  longer  international,  but  New  York  Yacht 
Club  affairs. 

The  alleged  deed  of  gift  of  1887  should  be  dis- 
regarded and  the  New  York  Yacht  Club  should  re- 
turn to  the  only  lawful  and  sportsmanlike  deed  of 
gift,  that  of  1S57.      Under  this  any  and  all  Ameri- 

[  '3& 


can  yachts  could  compete  for  the  honor  of  defending 
the  America's  cup  ;  and  the  America's  cup  would 
continue  to  be  regarded  both  at  home  and  abroad  as 
the  American  cup. 

From  the  New  York  World,  May  2ist,  1901  : 

AMERICAS    CUP    BARRED    TO 

AMERICANS. 

In  order  that  his  boat  Independence  may  trj'  for 
an  opportunity  to  defend  the  America's  cup  Mr. 
Thomas  Lawson,  of  Boston,  agrees  : 

That  the  New  York  York  Yacht  Club  shall 
have  absolute  management  and  control  of  the 
yacht   through    committee   or   official. 

That  the  Independence  shall  sail  under  the 
club  rules  and  regulations. 

That  the  club  may  fly  over  the  boat  its  own 
colors  or  any  colors  it  may  choose. 

That  in  brief  the  club  may  enjoy  every 
privilege  except  that  of  absolute  ownership,  which 
he  refuses  to  give  up. 

Mr.  Lawson  thus  cheerfully  makes  greater  con- 
cessions than  ought  to  be  asked  of  him.  And  to 
all  of  them  the  New  York  Yacht  Club  is  indiffer- 
ent, standing  obstinately  by  its  altered  deed  of  gift 
and  its  assumed  monopoly  of  the  cup.  This  atti- 
tude of  the  club  is  unsportsmanlike  and  unpopular. 
The  longer  it  is  maintained  the  stronger  the  sym- 
pathy of  the  people  for  Mr.  Lawson  and  the  wider 
the  feeling  against  "  New  York's  exclusiveness." 

On  the  other  side  the  cup  event  is  recognized  as 
being  distinctly  national.  A  British  boat  will  race 
for  British  glory.  The  King  himself  is  to  witness  a 
Shamrock  trial.  Here  a  small  body  of  yachting 
men  insist  on  making  the  great  race  a  club  event, 
barring  the  nation  at  large. 

Do  the  members  of  the  New  York  Yacht 
Club  aspire  to  reputations  as  kill-sports  ? 

From  the  Chicago,  Ills.,  Ga-zctte^  May  aoth,  1901: 

CHILLING    THE    PATRIOTISM    OF 
BUILDERS   OF   CUP   DEFENDERS. 

It  certainly  must  appear  to  one  who  has  closely 
watched  the  course  of  recent  events  that  Mr.  Law- 
son,  the  copper  magnate  of  Boston,  has  properly 
been  punished  for  his  presumption.  Mr.  Lawson 
attempted  to  forcibly  and  rudely  intrude  upon  the 
pleasant  pastimes  of  the  New  York  Yacht  Club. 

Apparently  Mr.  Lawson  regards  the  interna- 
tional yacht  races  as  really  international.  He  doea 
not  know  that  in  the  opinion  of  members  of  the 
New  York  Yacht  Club  these  races  are  of  English 
challengers  against  the  N.  Y.  Y.  C.  The  rest  of 
the  country  has  no  more  interest  in  them  than  in 
the  personal  investments  of  members  of  the  club. 

Mr.  Lawson  foolishly  believed  that  it  was  the 
privilege,  even  the  dut)*,  of  a  patriotic  American 
citizen  to  do  all  in  his  power  to  assist  in  maintaining 
the  sea  supremacy  of  the   United  States  by  building 

] 


APPENDIX 


fleet  yachts  to  defend  a  cup  gained  many  years  ago 
and  placed  in  the  custody  of  the  New  York  Yacht 
Club.  He  even  went  so  far  in  defending  this  theory 
as  to  build  a  yacht,  which  will  shortly  be  launched. 

He  has  learned  by  this  time,  however,  that  his 
action  cannot  be  regarded  as  other  than  presump- 
tuous in  the  extreme.  The  defense  of  the  Amer- 
ica's cup  is  intrusted  solely  to  the  New  York  Yacht 
Club,  and  members  of  that  club  would  gladly  see 
the  cup  pass  into  the  hands  of  British  or  Irish 
yachtsmen  rather  than  have  it  held  on  this  side 
by  some  enthusiastic  sportsman  not  affiliated  with 
that  organization. 

Mr.  Lawson  will  not  be  so  hast)'  in  dealing 
with  these  hair-trigger  masters  of  marine  etiquette 
after  this.  He  will  pocket  his  enthusiasm  and  su- 
perfluous zeal,  and  be  content  to  take  his  place  with 
other  spectators  of  events  over  which  he  can  have 
no  control.  Should  the  new  Shamrock  win  the 
cup,  however,  and  after  events  demonstrate  the 
superiority  of  the  Lawson  boat  over  that  owned  by 
Lipton,  Mr.  Lawson  would  have  the  satisfaction  of 
knowing  that  he  had  won  more  than  the  blue  rib- 
bon of  the  sea.  The  esteem  of  the  people  of  this 
country  would  not  be  withheld  from  him 

Just  what  would  be  thought  oi'  the  dog-in-man- 
ger  policy  of  the  N.  Y,  Y.  C.  cannot  easily  be 
predicted. 

From  the  Chicago,  Ills.,  Tribune^  Mayilst,  1901  . 

THE  CUP  RACE  CONTROVERSY. 

Whether  Independence  will  be  allowed  to  prove 
itself  the  worthier  and   make  the  final   races  with 


Mr.  Lawson  has  done  everything  that  could  be 
expected  of  him.  He  has  conceded  that  the  New 
York  club  shall  have  absolute  management  and 
control  of  his  boat,  that  it  shall  sail  under  the  club's 
rules  and  regulations,  that  the  club,  pending  the 
races,  may  fly  its  flag  over  Independence,  but  he 
absolutely  refaises  to  give  up  his  ownership  of  Inde- 
pendence, and  every  feir-minded  person  will  justiiy 
him. 

From  the  Chicago  Inter-Ocean^  May  19th,  1 901  : 

Events  of  the  last  few  days  indicate  that  the 
New  York  Yacht  Club  means  to  adhere  to  its 
determination  to  compel  Mr.  Lawson  to  sail  his 
boat  Independence  under  its  colors  and  the  pen- 
nant of  some  member  of  that  institution  or  else 
deny  him  the  right  to  sail  in  the  trial  races  at  all. 
This  is  the  acme  of  snobbishness,  or  nearly  so,  and 
would  give  the  impression  that  the  America's  cup 
is  hereafter  to  be  considered  as  under  mortgage  to 
the  New  York  Yacht  Club  and  not  in  any  sense 
an  international  trophy  to  be  sailed  for  and  won  by 
the  man  with  the  best  boat. 

From  the  Chicago  Inter-Ocean^  May  21st,  1901  : 

The  insinuations  of  the  New  York  Yacht  Club 
eimply  demonstrate  the  snobbishness  of  those  making 
them.  They  are  unsportsmanly,  ungentlemanly, 
and  un-American.  They  invite  the  inference  that 
the  New  York  Yacht  Club  is  dominated  by  a  set  of 
cads.  They  indicate  that  that  organization  is  think- 
ing of  petty  personal  glory  rather  than  of  its  coun- 
try's honor.      They  exhibit  that  hoggish  spirit,  that 


Shamrock   II.    depends   entirely   upon   the  spirit  of     dog-in-the-manger  policy  which  has  made  so  many 
fairness  in  the  New   York   Yacht    Club,   and   thus 
far  the    club    has    manifested    neither    fairness   nor 
sportsmanlike  courtesy  in  dealing  with  Mr.  Lawson. 

The  conditions  imposed  upon  Mr.  Lawson  in 
order  that  he  may  enter  Independence  in  the  prelim- 
inary contests  are  such  as  no  man  of  spirit  would 
submit  to.  The  position  taken  by  the  club  is  that 
his  yacht  must  be  transferred  to  it,  and  owned  by 
some  member  of  it,  and  fly  its  pemant,  and  that  no 
yacht  outside  of  the  New  York  Yacht  Club's  fleet 
can  be  a  defender  of  the  cup.  In  other  words,  on  this 
side  of  the  water  this  race  is  to  be  purely  a  local  and 
not  an  international  one,  though  on  the  other  side 
any  yacht  may  challenge  and  seek  to  recover  the 
trophy. 

The  action  of  the  New  York  club,  if  it  shall 
be  persisted  in,  absolutely  bars  Independence  from 
participating  in  tlie  trial  or  cup  races.  And,  worse 
than  this,  the  refusal  is  accompanied  by  the  insulting 
suggestion  that  unless  Independence  is  under  the 
direction  of  a  club  member  *'  we  have  no  guarantee 
that  the  rules  of  yacht  racing  will  be  obeyed."  It 
has  taken  this  action  in  the  face  of  the  deed  of  gift, 
which  says  that  '*  any  yacht  of  a  foreign  country, 
etc.,  shall  always  be  entitled  to  the  right  of  sailing 
a  match  for  the  cup  against  any  one  yacht  or  vessel 
constructed  in  the  country  of  the  club  holding  the 
cup."  As  General  Paine  says:  *' There  is  nothing 
in  the  deed  of  gift  which  requires  that  a  party  build- 
ing a  yacht  to  defend  the  cup  need  be  a  member  of 
the  New  York  Yacht  Club."  Any  yacht  or  ves- 
sel, if  falling  within  the  terms  of  the  agreement  be- 
tween the  clubs  to  the  match,  may  sail  in  defence 
of  the  cup. 


[  364  ] 


New  Yorkers  the  objects  of  derision  and  contempt 
in  other  parts  of  the  nation. 

If  the  New  York  Yacht  Club  shall  persist  in 
its  course,  if  it  shall  insist  upon  excluding  what 
might  easily  be  the  best  yacht,  and  thus  sacrifice 
victory  to  its  own  selfish  desire  for  personal  renown, 
its  name  will  rightly  become  a  by-word  and  a  scoff- 
ing. The  American  people  demand  that  our  very 
best  yacht  be  put  forward  to  meet  the  British  chal- 
lenger, and  if  the  Shamrock  wins  they  will  never 
be  convinced  that  victory  was  not  thrown  away  by 
the  New  York  Yacht  c'lub. 

From  the   Philadelphia,  Pa.,  In^^uirer^   May   20th, 
1901  : 

GIVE    THE  INDEPENDENCE  A  CHANCE. 

The  whole  question  [of  Independence's  recog- 
nition] turns  on  whether  Mr.  Lawson  will  give 
his  boat  to  a  member  of  the  New  York  Yacht 
Club,  which,  under  the  deed  of  gift,  claims  ab- 
solutely that  no  one  but  one  of  its  members  can 
own  a  defender.  Into  the  technicalities  of  this 
contention  we  do  not  care  to  go,  but  we  do  wish 
to  call  attention  to  the  fact  that  Bostonians  have 
defended  the  cup  with  success  at  a  time  when  New 
Yorkers  were  not  able  to  build  good  enough  boats. 

Mr,  Lawson  is  willing  that  a  club  committee 
shall  sail  the  boat,  but  he  takes  the  ground  that 
he  will  not  give  up  even  the  pro  forma  ownership 
of  the  boat  which  he  has  built  at  such  great  ex- 
pense, and  this  seems  a  reasonable  proposition,  as 
nothing  but  glory  comes  to  the  man  who  constructs 
a   defender.      Vicarious  glory   is  at  best  rather  un- 


APPENDIX 


satisfying.  The  club  says  that  it  is  bound  by  the 
letter  of  a  document,  which,  if  true,  is  all  the 
worse  for  the  document  and  it  ought  to  be  changed. 

Mr.  Lawson  has  just  made  a  proposition  which 
we  think  will  commend  itself  to  all  honest  men. 
He  says  : 

'*  If  within  the  next  few  days  I  definitely  de- 
termine that  the  Independence  cannot  have  any 
opportunity  in  the  cup  races,  I  will  ask  the  owner 
of  the  Shamrock  I  and  Shamrock  II  and  the 
owners  of  the  Columbia  and  Constitution  to  give 
the  Independence  a  race  after  the  America's  cup 
match  has  been  decided,  and  will  agree  to  any  terms 
or  conditions,  time  or  place  which  any  reorganized 
American  yacht  club  will  decide  to  be  fair,  and  as 
such  race  will  not  be  confined  to  existing  conditions 
I  trust  no  insurmountable  obstacle  will  prevent  its 
consummation." 

Certainly  no  fairer  proposition  than  this  can  be 
made  and  we  trust  that  it  will  be  accepted  if  the 
Independence  is  kept  out  of  the  trial  races.  The 
American  spirit  of  fair  play  is  too  strong  to  be 
overthrown  by  the  technicalities  of  a  document 
which  certainly  is  a  human  instrument  and  which 
was  drawn  in  the  interest  of  international  sport 
on  the  highest  basis  and  not  for  the  purpose  of 
keeping  the  cup  here  at  all  hazards.  We  would 
rather  see  the  cup  cross  the  water  than  remain 
here  under  the  slightest  suspicion  of  unfairness. 

From  the  Philadelphia  North  American,  May  2ist, 
1901  : 

Mr  Lawson,  builder  of  the  Independence,  proves 
himself  a  true  sportsman  and  puts  to  shame  the  nar- 
row and  would-be  exclusive  New  York  Yacht  Club 
by  offering  to  race  his  boat  against  all  the  craft  built 
for  the  America's  cup  races  at  any  time  and  upon 
any  fair  terms. 

The  sport-loving  public  of  America  and  England 
will  approve  Mr.  Lawson's  proposal  as  heartily  as 
they  endorse  his  refijsal  to  be  a  party  to  the  subter- 
fuge of  bogus  ownership  suggested  by  the  self-appointed 
dictators  of  the  America's  cup  competition.  The 
public  wants  to  know  which  is  the  fastest  boat,  and 
it  does  not  care  who  owns  her.  Sir  Thomas  Lip- 
ton  who  has  reason  to  know  how  small  a  swell 
yacht  club  can  be,  probablv  can  be  depended  upon  to 
meet  Mr.  Lawson's  proposition  In  the  right  spirit. 

From  the  Boston  Journal,  May  loth,  1901: 
THE    INDEPENDENCE    OUT? 

It  is  unfortunate  that  the  successful  launch  of 
the  great  sloop  Independence  fi"om  the  Atlantic 
Works  Saturday  evening  should  have  been  clouded 
by  uncertainty  whether  the  Boston  champion  will 
be  allowed  to  defend  the  America's  cup  or,  indeed, 
even  to  enter  the  trial  races. 

Massachusetts  yachtsmen  have  been  reluctant  to 
believe  that  the  New  York  Yacht  Club  had  actually 
chosen  the  narrow  and  inhospitable  course  of  barring 
out  the  Independence  merely  because  her  owner 
holds  no  membership  in  the  organization.  But 
there  is  no  longer  any  doubt  that  this  is  the  official 
attitude  of  the  club.  It  is  all  the  more  deplorable  in 
that  this  is  based  upon  a  technical  interpretation  of 
New  York  Yacht  Club  rules,  and  that  on  this  in- 
terpretation the  club  is  by  no  means  agreed.      Gen. 


Charles  J.  Paine  of  Boston,  who  has  three  times 
successfully  defended  the  America's  cup  against 
British  challengers,  is  of  the  opinion  that  the  club 
has  no  right  to  exclude  Mr.  Lawson  and  his  Inde- 
pendence. 

Gen.  Paine  has  long  been  a  member  of  the  New 
York  Yacht  Club,  and  is  femillar  with  its  regula- 
tions. Moreover,  he  was  a  member  of  the  official 
committee  acting  for  the  New  York  Yacht  Club 
which  drew  up  the  new  deed  o^  gift  defining  the 
exact  conditions  under  which  challenges  may  be 
received  and  cup  races  sailed.  Gen.  Paine  declares 
that  there  is  nothing  in  this  deed  of  gift  which  re- 
quires that  the  owner  of  a  yacht  built  to  defend  the 
cup  should  be  a  member  of  the  New  York  Yacht 
Club.  "  Any  yacht  or  vessel  falling  within  the 
terms  of  the  agreement,"  he  says,  *^  may  sail  in 
defence  of  the  cup,  and  this  means  that  she  may 
compete  in  the  races." 

Mr.  Lawson  could  not  well  ask  for  a  more 
powerful  endorsement.  Public  sentiment  is  un- 
questionably with  him.  Millionaire  sportsmen  may 
say  that  it  makes  no  difference  whether  he  has 
spent  one  thousand  or  one  hundred  thousand  dollars 
in  his  preparations  to  defend  the  cup,  but  that  is  not 
the  way  in  which  plain,  everyday  people  will  look  at 
it.  His  treatment  thus  far  by  the  New  York  Yacht 
Club  is  rasping  to  American  notions  of  fair  play. 

Some  of  the  New  York  officials  assert  that  Mr. 
Lawson  has  sent  them  rather  tart  communications. 
Perhaps  he  has.  Almost  any  one  would  have  done 
so  under  the  circumstances. 

From   the   Baltimore,  Md.,  American,  May   20th, 
1901:  ** 

SNOBBERY    OF    A    YACHT    CLUB. 

The  controversy  between  the  New  York  Yacht 
Club  and  Mr.  Lawson,  who  on  Saturday  launched 
the  Independence,  does  not  reflect  credit  on  the 
former.  The  club  promises  to  publish  the  corres- 
pondence, which,  it  claims,  will  relieve  it  of  criti- 
cism ;  but  the  facts  are  known,  and  they  will 
certainly  create  an  unpleasant  impression.  The  gist 
of  the  matter  is  that  Mr.  Lawson  built  the  Independ- 
ence for  a  cup  boat,  and  the  New  York  club  has 
refused  to  allow  a  trial  of  the  yacht  unless  he  turns 
her  over  to  a  member  of  the  club.  As  Mr.  Lawson 
is  a  member  of  a  rival  yacht  club  he  naturally 
declines  to  do  anything  of  the  sort. 

The  claim  of  the  New  York  club  is  that  under 
the  deed  of  gift  of  1887  it  is  the  only  club  which 
can  defend  the  cup,  but  this  deed  of  gift  is  not 
lawful.  The  cup  was  won  by  Mr.  Stevens  in  1 851, 
and  was  not  even  turned  over  to  the  New  York 
Yacht  Club  until  1857,  the  America,  which  won 
the  famous  cup,  having  been  built  by  Mr.  Stevens 
and  his  associates  as  a  private  venture.  When  the 
cup  was  handed  over  to  the  New  York  Yacht  Club 
it  was  under  a  deed  of  gift  which  required  the  club 
to  select  the  fastest  American  yacht,  regardless  of 
anv  club,  to  defend  it,  and,  as  a  feet,  it  has  been 
defended  on  two  occasions  by  a  club  other  than  the 
New  York,  and  on  one  by  a  boat  which  repre- 
sented two  yacht  clubs.  The  New  York  club  had 
no  more  right  to  change  the  deed  of  gift  than  has  a 
member  to  alter  the  charter  of  a  company  without 
the  consent  of  the  power  which  conferred  the 
charter. 


[  365  ] 


APPENDIX 


The  object  of  Mr.  Stevens,  who  went  to  Europe 
and  won  the  cup,  was  to  maintain  the  superiority 
of  American  yachts  and  yachtsmen,  and  not  to 
encourage  the  snobbery  of  a  particular  yacht  club. 
These  races  are  events  of  some  importance,  because 
the  American  public  is  interested  in  them  and  re- 
gards them  as  international  struggles.  Take  away 
the  interest  of  the  American  public  and  they  would 
be  as  flat  as  a  dish,  and  if  they  are  to  be  the  ex- 
clusive diversion  of  one  yacht  club  in  New  York  the 
public  interest  will  soon  evaporate.  The  stand 
taken  by  the  New  York  Yacht  Club  is  rendered 
more  inexcusable  by  the  fact  that  of  the  five  races 
run  for  this  cup  in  recent  years  in  three  of  them  the 
boats  which  defended  it  did  not  belong  to  the  New 
York  Yacht  Club. 

Mr.  Lawson,  of  Boston,  should  understand  that 
he  cannot  play  in  the  Atlantic  Ocean  except  by 
permission  of  the  New  York  Yacht  Club. 


From  the  Baltimore,  Md.,  Star^  May  21st,    1901  : 
RIVAL    CUP    DEFENDERS. 

Our  difficulty  is  not,  as  in  England,  to  find 
someone  willing  to  incur  the  expense  of  building  and 
maintaining  a  cup  racer,  but  to  choose  from  among 
several  claimants  for  the  honor  of  upholding  the  dig- 
nity and  the  prestige  of  the  country  as  the  construc- 
tor of  the  fastest  sailing  vessels  afloat.  While 
British  yachtsmen  were  for  years  disturbed  by  the 
prospect  of  being  unable  to  discover  a  personage  dar- 
ing and  liberal  enough  to  pay  out  a  large  sum  of 
money  for  the  mere  satisfaction  of  enabling  England 
to  assert  her  claims  of  supremacy,  the  custodians  of 
the  trophy  actually  have  two  yachts  to  choose  from. 
A  syndicate  last  winter  placed  a  contract  with 
the  Herreshoffs  for  a  new  boat.  This  has  been 
recently  launched  under  the  name  of  the  Con- 
stitution. About  the  same  time  Mr.  Lawson,  a 
rich  Bostonian,  gave  an  order  for  a  vessel  of 
such  dimensions  as  to  place  it  in  the  Constitution 
class,  he  also  being  desirous  to  enter  the  contest. 
This  craft  was  christened  the  Independence.  Mr, 
Lawson  asks  for  nothing  more  than  to  be  allowed  to 
enter  his  boat  in  competition,  the  fleetest  yacht  to  be 
chosen  as  the  cup  defender.  The  New  York  syndi- 
cate, however,  demurred  to  the  proposition,  contend- 
ing that  the  ownership  of  the  defender  must  under  all 
circumstances  be  vested  in  the  club  which  holds  the 
trophy.  In  other  words,  Mr.  Lawson  is  to  be  shut 
out  from  participation  in  the  speed  trials,  unless  he 
consents  to  the  transfer  of  the  Independence  to 
the  New  York  Yacht  Club. 

Evidently,  the  cup  contests  are  viewed  as  a 
medium  for  advertising  the  greatness  of  New  York, 
and  seem  to  be  regarded  by  the  New  York  Yacht 
Club  as  a  shrewd  business  speculation. 

From    the    Atlanta,    Ga.,    Constitution^    May   2l9t, 
1901  : 

THE    CUP    DEFENDER. 

It  has  been  popularly  supposed  that  the  defense 
of  the  America's  cup  was  an  international  atfair,  but 
it  seems  that  the  New  York  Yacht  Club  arrogates 
to  itself  the  sole  right  to  meet  the  challenger.  The 
New  Yorkers  regard  themselves  the  virtual  owners 
of  the  famous  cup  and  not  its  custodians  for  the 
yachtsmen  of  America,  as  has  been  popularly  sup- 


posed ;  and  because  Mr.  Lawson  is  a  member  of  a 
Boston  club,  his  yacht  is  to  be  barred. 

In  the  controversy  he  has  had  with  the  officials 
of  the  club  Mr.  Lawson  has  met  every  condition 
save  that  he  should  transfer  the  ownership  of 
his  yacht  to  some  member  of  the  New  York 
club.  This  is  insisted  upon  by  the  New  York 
autocrats,  though  for  what  reason,  unless  it  is  fear 
that  the  honor  of  furnishing  the  defender  might  go 
to  Boston,  it  is  impossible  to  see.  Very  naturally 
Mr.  Lawson  declines  to  make  any  such  transfer. 
He  has  been  inspired  in  building  the  Independence 
solely  by  the  sportsmanlike  desire  to  see  that  the  cup 
has  as  its  defender  the  best  yacht  this  country  can 
build  ;  if  the  New  York  yacht  is  proven  in  the  pre- 
liminary trials  to  be  the  better,  he  will  not  com- 
plain ;  but  if  his  boat  is  the  better  one,  he  very 
naturally  wants  Boston  to  have  the  credit  of  fiarnlsh- 
ing  it. 


From    the    Savannah,    Ga.,     Express^    May    24th, 
1901  : 

NEW   YORK  S  MONOPOLY. 

There  is  considerable  dissatisfaction  because  the 
New  York  Yacht  Club  insists  upon  monopolizing 
the  cup  defenders.  New  York  seems  to  imagine 
that  she  is  the  whole  Atlantic  coast  and  that  she 
not  only  controls  the  business  of  the  country-,  but 
must  be  the  centre  of  all  its  sport.  So  far  the  New 
York  Yacht  Club  has  managed  to  enter  boats  that 
could  successfully  defend  the  America's  cup, 
although  three  of  these  sloops  have  been  built  in 
Boston.  Now  suppose  the  Boston  Yacht  Club 
should  build  a  larger  and  taster  boat  and  that  in  the 
preliminary  trials  she  should  prove  to  be  speedier 
than  the  yacht  put  up  by  New  York.  Would  the 
fact  that  she  is  not  flying  the  colors  of  the  New 
York  Yacht  Club  bar  her  from  competing  ?  The 
challenge  can  be  issued  from  any  yacht  club  of  any 
foreign  country.  The  onlv  provisions  are  that  the 
foreign  yacht  must  be  constructed  In  the  country  of 
the  challenging  club.  The  defender  must  be  built 
in  the  country  of  the  club  that  holds  the  cup.  The 
challenging  club  shall  give  ten  months'  notice. 
Now,  if  any  foreign  yacht  club  can  challenge,  then 
any  American  yacht  club  which  happens  to  put  up 
the  fastest  yacht  proven  by  a  preliminary  contest 
should  be  allowed  to  defend  the  trophy.  The  New 
York  Yacht  Club  should  give  Mr.  Lawson  and  his 
yacht  a  chance  to  show  what  they  can  do. 

From    the    St.  Paul,   Minn.,    Dispatch^  May    23d, 
1901  : 

NOT  A   NATIONAL  AFFAIR. 

The  contests  for  the  cup  of  the  America 
will  hereafter  have  to  be  taken  out  of  the  class 
of  international  and  restricted  on  our  part,  to  the 
New  York  Yacht  Club.  Mr.  Thomas  W.  Law- 
son  is  a  wealthy  Boston  gentleman,  with  a  taste 
for  yachting  and  means  to  gratify  it.  When  Sir 
Thomas  Lipton  announced  that  he  would  build 
another  Shamrock  to  compete  for  the  cup,  Mr. 
Lawson,  supposing  that  an  '*  international  "  contest 
was  open  to  any  citizen  of  the  nation,  and  after 
consulting  Gen.  Charles  J.  Paine,  a  recognized 
authority,  entered  into  a  contract  for  the  building 
of  a  yacht,  conforming  to   the  terms  under  which 

66  ] 


APPENDIX 


the  cup  is  held    by   Mr.    Schuyler's    deed   of  gift. 
The  yacht  is  completed. 

When  Mr.  Lawson  informed  the  New  York 
Club  that  he  wished  to  enter  the  Independence 
in  the  race  for  the  cup,  to  defend  it  against  Sham- 
rock II.,  the  club  informed  him  that,  as  he  was 
not  a  member  of  that  club,  his  yacht  could  not  be 
permitted  to  defend  the  possession  of  the  cup. 
With  a  cuteness  more  proper  in  Wall  Street  than 
among  a  company  of  supposed  gentlemen,  the  New 
York  club  told  him  that  if  he  would  make  a 
formal  but  fictitious  transfer  of  his  yacht  to  a  mem- 
ber of  tliat  club,  it  might  then  enter  the  contest. 
This,  of  course,  Mr.  Lawson,  being  a  gentleman, 
rejected.  The  position  of  the  New  York  club  is 
made  the  more  discreditable  by  the  fact  that  mem- 
bers of  its  committee  which  refused  permission  to 
Mr.  Lawson  to  enter  his  yacht,  are  members  of 
the  syndicate  which  owns  the  Constitution  the 
yacht  that  will  contest  with  Lipton's  Shamrock 
II.  The  effect  of  this  action  is  to  deprive  the 
race  of  all  national  character  and  make  it  purely, 
now  and  hereafter,  an  affair  of  the  New  York 
Yacht  Club. 

From    the   Seattle,  Wash.,  Post-IrttelH^encer^  May 
aSth,   1901 : 

It  seems  that  the  New  York  Yacht  Club  has  a 
rule  by  which  only  yachts  owned  by  members  of  tlie 
club  can  compete  in  its  races.  Mr.  Lawson,  the 
Boston  gentleman  who  elected  to  build  a  cup  de- 
fender to  compete  with  that  of  the  New  York  syn- 
dicate tor  the  honor  of  meeting  Lipton's  Shamrock, 
was  met  with  this  rule,  which,  if  enforced,  barred 
him  from  the  preliminary  races.  He  was  offered 
the  option  of  racing  his  yacht  under  the  name  of 
some  member  of  the  New  York  Yacht  Club,  but 
very  properly  declined  to  do  so.  He  considered  it 
neither  the  part  of  a  gentleman  nor  of  a  sportsman 
to  sail  his  yacht  in  a  race  under  false  colors,  when 
she  was  barred  from  competing  under  the  name  of 
her  actual  owner.  The  position  is  impregnable,  and 
in  taking  it  he  has  the  sympathy  of  all  true  sports- 
men. 

It  does  not  seem  to  have  occurred  to  the  members 
of  the  New  York  Yacht  Club  that  the  rule  which 
they  themselves  had  adopted  might  very  profitably 
be  amended  to  meet  the  peculiar  circumstances  of 
the  case. 

From  the  Springfield,  Ohio,  Rt-puhlican^  May  22d, 
1901  : 

UNFAIR    TO    MR.    LAWSON. 

There  may  be  technical  grounds  for  barring  Mr. 
Lawson's  Independence  from  all  trial  races  for  the 
selection  of  a  cup  defender,  but  upon  no  other  pre- 
tense can  the  New  York  Yacht  Club  committee 
defend  its  ungenerous  and  unsportsmanlike  action. 
The  committee  arrogates  to  itself  too  much  author- 
ity in  narrowing  the  list  of  possible  competitors  in 
the  international  contest  to  the  membership  of  its 
own  club. 

It  is  not  so  much  a  question  of  Mr.  Lawson's 
privilege  in  the  case  as  of  one  local  club's  assump- 
tion ot  the  right  to  declare  that  no  American 
yachtsman  should  be  considered  who  does  not  com- 
ply with  its  regulations  and  flv  its  flag. 

r  36 


The  New  York  Yacht  Club  is  nothing  more 
than  the  trustee  of  the  America's  cup.  It  may 
have  the  legal  right  to  decide  who  shall  defend  it, 
but  what  have  its  private  racing  rules  to  do  with  the 
international  trophy  ?  If  Mr.  Lawson  had  trans- 
ferred his  boat  to  a  member  of  the  New  York  club, 
as  was  proposed,  there  would  have  been  no  objection 
to  its  entrance  in  the  trial  races.  But  he  was  not  a 
member  of  the  club  and  therefore  he  refused  to 
become  a  party  to  an  unworthy  trick  by  accepting 
its  flag. 

The  substitution  of  the  deeds  of  gift  of  1882 
and  1887  for  the  original  instrument  was  a  wholly 
unjustifiable  proceeding,  nor  should  it  be  permitted 
to  stand.  In  effect,  the  New  York  Yacht  Club, 
by  its  unfiir  treatment  of  Mr.  Lawson,  is  only 
drawing  attention  to  Its  own  breach  of  trusteeship  in 
altering  the  original  deL-d. 

From   the    Rochester,  N.   Y.,    Post-Express,    May 
i8th,    1901  : 

In  going  to  an  expense  of  something  like 
5 -00, 000  for  the  Independence,  Mr,  Lawson 
has  been  actuated  only  by  a  feeling  of  true  sports- 
manship. He  wants  the  cup  to  be  defended  by  the 
speediest  craft  Americans  can  produce  and  it  seems 
to  us  that  he  has  a  right  to  demand  that  his  boat 
shall  have  a  fair  chance  In  trial  races.  The  sports- 
manlike spirit  displayed  by  Mr.  Lawson  should  be 
recognized  and  rewarded.  His  arguments  seem  rea- 
sonable and  just  to  all  American  yachtsmen  —  except 
a  small  but  powerful  clique  In  the  New  York  Yacht 
Club.  These  men  have  expended  a  very  large 
amount  of  money  in  the  construction  of  the  Con- 
stitution and  are  naturally  desirous  of  defending  the 
cup.  But  they  are  acting  as  though  they  wanted  to 
defend  it  even  though  they  did  not  have  the  best 
boat.  It  seems  clear,  also,  that  they  are  not  willing 
to  admit  this  fact,  but  are  scheming  about  to  find 
some  pretext  to  exclude  Mr.  Lawson  without 
divulging  the  real  reason.  They  say,  for  example, 
that  Mr.  Lawson  is  not  a  member  of  the  New 
York  Yacht  Club,  but  what  of  that  ?  The  race 
should  not  be  between  the  best  boat  that  Great 
Britain  can  produce  and  the  best  one  that  the  New 
York  Yacht  Club  can  build,  but  between  the  best 
boats  that  can  be  built  In  the  two  countries. 
Beside  that  fact,  all  other  fects  about  club  member- 
ship and  club  flags  are  trivial  and  inconsequential. 
We  fear  that  the  members  of  the  New  York  Yacht 
Club  are  about  to  make  a  very  great  mistake.  If  the 
club  wishes  to  maintain  Its  position  as  the  leading  club 
of  the  New  World  and  retain  the  respect  of 
those  Americans  outside  of  New  York  who  have 
true  sporting  blood  in  their  veins,  they  will  disregard 
their  personal  animosiries  toward  Mr.  Lawson, 
waive  little  technicalities,  admit  his  boat  to  the 
trial  races,  and  defend  the  cup  with  it  if  it  prove 
the  festest  boat  in  the  country. 

From    the     Portland,    Me.,    Express,     May    20th, 
1 90 1 : 

MR.    LAWSON'S    POSITION. 

Fair-minded  sportsmen  all  over  the  country  will 
extend  to  Thomas  W.  Lawson  of  Boston,  their 
hearty  support  in  his  honest,  straightforward  position 
In   refiising  to  transfer  the  ownership  of  his  yacht 

] 


APPENDIX 


Independence  to  any  one  else.  It  is  a  matter  of 
regret  that  the  New  York  Yacht  Club,  who  has 
hitherto  had  the  custody  of  the  America's  cup, 
should  not  find  it  possible  to  admit  the  Independence 
to  a  trial  race  with  the  Constitution  and  Columbia. 
Americans  do  not  care  whose  yacht  defends  the  cup, 
as  long  as  the  best  boat  that  can  possibly  be  built  on 
this  side  of  the  water  is  selected,  and  as  there  are 
many  expert  yachtsmen  and  designers  who  believe 
the  Independence  will  prove  a  better  racer  than  the 
syndicate  defender,  it  is  no  more  than  fair  that  she 
should  be  given  a  chance.  The  America's  cup  was 
given  to  the  New  York  Yacht  club  in  1857,  and 
it  has  been  on  this  side  of  the  water  so  long  and 
has  been  defended  so  gallantly,  that  it  has  come  to 
be  regarded  as  a  sort  of  public  possession,  to  be  de- 
fended, not  by  a  select  few  who  have  been  admitted 
to  the  exclusive  New  York  club  through  the  pos- 
session of  a  few  millions,  but  by  any  patriotic  Ameri- 
can who  could  build  a  boat  that  would  defeat  all 
comers. 

The  club's  action  changes  the  question  from  an 
International  contest  in  which  the  people  of  two 
continents  are  vitally  interested,  to  a  meeting  of  a 
challenge  by  an  aristocratic  association  not  representa- 
tive of  the  country's  best  sporting  element.  When 
thorough  sportsmen  like  **  Tom  "  Lawson  come 
forward  and   from  their  private  fortunes  put  up  the 


of  sailing  a  match  for  the  cup  against  any  one 
yacht  or  vessel  constructed  in  the  country  of  the 
club  holding  the  cup."  As  General  Paine  says  : 
"  There  is  nothing  in  the  deed  of  gift  which  re- 
quires that  a  party  building  a  yacht  to  defend  the 
cup  need  be  a  member  of  the  New  York  Yacht 
Club."  Any  yacht  or  vessel,  if  falling  within  the 
terms  of  the  agreement  between  the  clubs  to  the 
match,  may  sail  in  defense  of  the  cup. 

Mr.  Lawson  has  done  everything  reasonable  to 
give  Americans  what  they  have  a  right  to  expect  — 
that  the  cup  shall  be  defended  by  the  very  best 
yacht  in  America.  He  has  offered  to  permit  the 
New  York  Yacht  Club  to  have  absolute  control 
and  management  of  his  boat,  that  it  shall  sail  under 
the  club's  rules  and  regulations,  and  that  pending 
the  races  it  shall  fly  the  club's  pennant,  but  he  has 
refused  to  do  what  every  fair-minded  person  will 
justify  him  in  —  he  refuses  to  give  up  his  ownership 
of  it. 

Mr.  Lawson  is  acting  in  the  spirit  of  a  true 
American  and  true  sportsman. 

From  the  New  York  NavSj  May  zzd,  1901  : 

If  only  yachts  belonging  to  members  of  the 
New  York  Yacht  Club  are  to  enter  into  competi- 
tion   for   the   America   cup,    that  venerated   trophy 


money  to  build  a   big  racer  to  defend  the  honor  of     ^°"'^  scarcely  be  regarded  as  an  emblem  of  suprem- 
acy   which    the   nation     is    bound    to   defend.      It 


American  yachting  interests,  it  is  hard  to  learn  that 
the  responsibility  of  the  cup's  safety  rests,  not  on  the 
shoulders  of  the  American  people,  but  on  the  New 
York  Yacht  Club. 

But  never  mind,  Lawson,  we  're  with  you. 

From    the  Springfield,     Ills.    Register y     May     22d, 
190I  : 

LAWSON    A    GOOD    AMERICAN. 

Americans  very  often  mistake  merit,  but  it  can 
generally  be  said  of  them  that  they  wish  whatever 
they  believe  to  be  meritorious  to  win.  If  they  are 
beaten  in  any  undertaking  they  want  to  know  that 
the  effort  they  put  forth  was  the  best  possible,  and 
if  they  win,  they  can  feel  no  pride  in  a  victory  over 
an  unworthy  competitor. 

This  is  the  American  spirit.  It  is  the  spirit 
of  fairness,  and  it  is  the  spirit  that  an  exclusive 
organization  known  as  the  New  York  Yacht  Club 
is  trying  to  violate,  in  preventing  Mr.  Lawson's 
yacht  Independence  from  contesting  with  the  British 
challenger.  Shamrock  II.,  for  the  America's  cup. 
The  yacht  club  holds  this  cup,  which  has  been  in 
possession  of  Americans  for  more  than  a  generation, 
all  attempts  of  foreign  challengers  to  transfer  it 
across  the  sea  having  been  successively  futile,  and 
heretofore  the  contests  have  been  of  an  international 
character,  and  the  American  victories  applauded  as 
our  national  triumphs. 

The  yacht  club,  however,  now  holds  that  no 
yacht  can  enter  into  the  preliminary  contests  for 
defending  this  cup  unless  the  title  be  transferred  to 
some  member  of  the  club,  and  accompanies  Its 
refusal  to  permit  Mr.  Lawson's  yacht  Independence 
to  enter  with  the  insulting  suggestion  that  "  we 
have  no  guarantee  that  the  rules  of  yacht  racing 
will  be  obeyed."  It  does  this  in  face  of  the  deed 
of  gift  which  states  that  **any  yacht  of  a  foreign 
countiy,   etc.,   shall  always  be  entitled   to  the  right 


[  368  ] 


nation  19  bound  to 
would  be  a  mere  club  cup,  not  an  American  cup  ; 
and  interest  In  its  fate  would  be  sectional  even  as  its 
permitted  defenders  are  sectional.  Limitation  of 
the  circle  of  possible  cup  defenders  is  clearly  opposed 
to  the  Intent  of  the  original  deed  of  gift,  which 
provided  fur  the  sailing  against  any  challenger  of  the 
best  American  yacht  that  could  be  secured. 

From   the  Syracuse,  N.  Y.,  Telegram,  May  20th, 
1901  : 

The  boat  built  by  Mr.  Lawson  of  Boston  will 
not  be  allowed  to  race  in  defense  of  the  America's 
cup  after  all.  This  Is  certainly  an  Injustice  to  the 
great  Boston  sportsman.  He  has  expended  up- 
wards of  ^250,000  in  building  a  boat  to  help  de- 
fend the  blue  ribbon  of  the  sea,  and  when  everything 
Is  completed  finds  out  that  It  is  not  an  open  race 
after  all,  but  merely  a  club  afJalr.  The  conditions 
of  the  New  York  Yacht  club  are  such  that  Mr, 
Lawson  cannot  accept  them. 

From  the  Boston  Glohcj  May  20th,  1901  : 

Mr.  Lawson  can  afford  to  wait  the  judgment  of 
the  unprejudiced  public  of  this  and  ()ther  countries 
as  to  the  barring  out  of  the  Independence  from  the 
America  cup  races.  Can  his  opponents  in  the  New 
York  Yacht  Club  say  as  much  ? 

From   the    Brooklyn,    N.    Y.,     Times,    May  24th, 
1901  : 

LIPTON    AND    LAWSON. 

Among  the  many  messages  of  sympathy  that  Sir 
Thomas  Lipton  has  received  from  the  United  States, 
none,  he  says,  has  been  more  highly  appreciated 
that  that  which  he  received  from  Thomas  W.  Law- 
son,  of  Boston,  the  owner  of  the  Independence. 
Lawson  cabled  across  the  Atlantic  his  regret  for  the 


APPENDIX 


accident  to  the  Shamrock  and  his  congratulations 
that  there  was  no  loss  of  life  attendant,  and  he 
added  :  "  If  for  any  reason  you  can't  bring  either 
boat,  and  you  desire,  1  will  be  happy  to  bring  my 
Independence  over,  and  to  race  either  or  both  Sham- 
rocks." That  message  was  sent  in  the  true  spirit 
of  a  sportsman.  A  race  in  British  waters  could 
bring  no  reward  such  as  the  possession  of  the 
trophy  won  by  the  America  to  the  victor  ;  it  would 
be  a  contest  for  the  love  of  contest  and  the  glory  of 
victory  alone,  and  that  is  the  contest  which  every 
true  yachtsman  likes  to  see. 

Mr.  Lawson  is  not  a  member  of  the  New  York 
Yacht  Club,  and,  in  consequence,  the  Independence, 
wliatever  its  merits  may  be,  may  be  debarred  from 
taking  part  in  the  race  tor  the  America  cup.  But 
it  is  gratifying  to  know  that  Sir  Thomas  Lipton, 
who  himself  is  the  possessor  of  a  good  share  of  Irish 
sporting  blood,  has  promised  that,  whether  the  In- 
dependence is  allowed  to  make  a  trial  for  the  cup  or 
not,  he  will  give  Lawson  the  satisfaction  of  matching 
his  boat  against  the  Shamrock  in  American  waters. 
The  episode  is  equally  creditable  to  both  men,  and 
every  lover  of  sport  will  hope  that  the  race,  when  it 
comes  off,   may  be  a  close  one. 

From   St.  James'    Gazette^  London,  England,  May 

2 1  St,  1 90 1  : 

AN    UNFORTUNATE    HITCH. 

Mr.  Lawson's  yacht  Independence,  which  has 
been  built  to  defend  the  America  cup  against  Sham- 
rock II.,  was  launched  on  Saturday  at  Boston,  but 
an  unfortunate  hitch  has  occurred  with  reference  to 
the  international  race.  The  new  yacht  is  a  Boston 
boat,  and  the  New  York  Yacht  Club  insists  that 
she  must  be  transferred  to  a  member  of  the  club  be- 
fore she  can  defend  the  cup.  Her  owner  is  willing 
to  place  her  at  the  club's  disposal,  but  refuses  to 
part  with  the  ownership,  and  declares  that  she  must 
sail  under  his  flag  and  as  a  Boston  boat  or  not  at  all. 
What  right  the  New  York  Yacht  Club  has  to  dic- 
tate such  terms  we  do  not  know,  and  it  certainly 
seems  a  strangely  unsportsmanlike  policy  to  degrade 
an  international  match  to  a  club  regatta.  It  is  the 
United  States,  not  a  particular  club,  that  Sir  Thomas 
Lipton  has  challenged.  And  what  will  happen  sup- 
posing the  yacht  club  and  Mr.  Lawson  fiil  to 
agree,  and  no  boat  is  forthcoming  to  take  up  the 
challenge  of  Shamrock  11.  ?  Will  not  Sir  Thomas 
Lipton  be  entitled  to  sail  over  the  course  and  claim 
the  cup  ?  The  particular  quarrel  in  New  York  is 
not  our  affair,  ot  course,  but  it  is  greatly  to  be 
hoped  that  the  difference  will  be  adjusted  before  the 
time  for  the  sailing  of  the  great  race,  to  which  both 
countries  are  looking  forward  with  so  much  interest. 

From   the   London,  England,  Dai/y   ExprfsSj    May 
22d,  1901  : 

The  plucky  fight  against  the  exclusiveness  of 
the  New  York  Yacht  Club  that  is  being  made  by 
Mr.  Thomas  Lawson,  the  Boston  yachtsman  who 
built  and  owns  the  yacht  Independence,  deserves  to 
be  crowned  with  success. 

The  Independence  was  projected  many  months 
ago  by  Mr.  Lawson  as  a  possible  defender  of  the 
America  cup  against  Shamrock  11.,  and  no  word 
was  forthcoming  at  the  time  that  she  would  not 
be  allowed  to  compete  witli  tlie  Constitution,  built 


24 


[  369  ] 


by  the  New  York  syndicate,  for  the  honour  of 
defending  the  precious   "mug." 

It  is  only  recently  that  the  New  York  Yacht 
Club  has  notified  Mr.  Lawson  that  he  must  sur- 
render the  ownership  of  his  yacht  for  racing  pur- 
poses, or  he  will  not  be  allowed  to  sail  her  even  in 
the  trial  races  to  decide  on  the  defender.  To  this 
fiat  of  exclusiveness  the  Bostonian  naturally  declines 
to  accede,  and  most  yachtsmen  and  sportsmen  will 
side  with  him. 

Tliis  is  not  the  first  fight  that  Mr.  Lawson  has 
been  in.  He  has  won  most  of  tlie  others,  and 
many  think   he   will   win   tiiis   one. 

From  the  Newcastle,  England,  Chronicle^  May  22d, 
1901 : 

MR.    LAWSON   AND  THE   N.    Y.    Y.   C. 

While  the  behaviour  of  Shamrock  II.  during 
her  last  trial  has  satisfied  Sir  Thomas  Lipton  as  to 
merits,  her  difficulties  in  regard  to  the  race  for  the 
America  cup  seem  to  have  arisen  on  the  other  side 
of  the  Atlantic.  Mr.  Lawson*s  yacht  Independ- 
ence, which  has  been  built  to  defend  the  cup,  is 
a  Boston  boat  ;  and  the  New  York  Yacht  Club 
pretend  that  she  must  be  handed  over  to  a  member 
of  the  club  before  she  can  be  allowed  to  engage  in 
the  contest.  Mr.  Lawson  has  no  objection  to  plac- 
ing his  craft  at  the  disposal  of  the  club,  but  he  has 
no  intention  of  surrendering  the  ownership  j  and  he 
has  made  up  his  mind  that  if  the  Independence  Is  to 
defend  the  cup  at  all,  it  must  be  as  a  Boston  boat 
and  under  his  flag.  The  arbitrary  claims  of  the 
N.  Y.  Y.  C.  in  the  matter  are  not  very  plain,  inas- 
much as  Sir  Thomas  Lipton  is  not  challenging  any 
club,  but  attempting  to  recover  a  long  lost  interna- 
tional trophy.  But  in  the  circumstances,  a  dead- 
lock is  threatened,  and  it  would  be  curious  if  on  the 
strength  of  having  issued  a  challenge  duly  accepted 
on  the  other  side,  Sir  Thomas  Lipton  should  have 
the  further  right,  in  the  event  of  opposition  break- 
ing down,  of  recovering  the  cup  by  an  easy  if 
unsportsmanlike  *'  walk  over."  But  doubtless 
Americans  will   not  allow  it  to  come  to  that. 

From  the  Glasgow,  Scotland,  Daily  Mail^  May 
2 1st,  1901  : 
Mr.  Lawson,  who  seems  to  have  some  grit  in 
him,  has  intimated  that  his  boat  will  be  raced  in  the 
trial  in  spite  of  tlie  decision  of  the  New  York  Yacht 
Club,  and  it  will  now  be  seen  what  the  New  York 
Yacht  Club  may  do  as  the  result  of  the  note  of  de- 
fiance against  their  decision  uttered  bv  Mr.  Lawson. 
As  Mr.  Lawson  intimated  some  time  ago  that  what- 
ever the  New  York  Club  would  do  he  intended  to 
challenge  the  challenger,  the  situation  may  come  to 
be  highly  interesting.  For  suppose  such  an  event 
were  to  take  place  that  the  Constitution  was  beaten 
by  Shamrock  II.,  and  that  in  turn  the  Independence 
beat  the  Shamrock,  the  question  might  arise — • 
Ought  the  cup  to  leave  America  after  all,  even 
though  the  Constitution  lost  her  races  ?  One  cup 
defender  has  hitherto  been  quite  sufficient  to  retain 
the  cup  in  America,  but  when  there  are  two  Rich- 
monds  in  the  field  contending  for  the  honour  of 
defending  the  cup,  the  situation  grows  so  compli- 
cated that  the  interest  in  the  end  may  turn  on  the 
quarrel  between  the  cup  defenders  rather  than  on 
the  races  for  the  cup  itself. 


APPENDIX 


THE  DEED  OF  GIFT  OF  1887,  UNDER 
WHICH  THE  NEW  YORK  YACHT  CLUB 
HOLDS  THE  AMERICA'S  CUP. 


This  deed  of  gift,  made  the  24th  day  of  October 
1887,  between  George  L.  Schuyler,  as  sole  surviv- 
ing owner  of  the  Cup  won  by  the  yacht  America  at 
Cowes,  England,  on  the  twenty-second  day  of 
August,  I  85  I,  of  the  first  part,  and  the  New  York 
Yacht  Club,  of  the  second  part,  witnesseth  : 

That  the  said  party  of  the  first  part,  for  and  in 
consideration  of  the  premises  and  of  the  performance 
of  the  conditions  and  agreements  hereinafter  set 
forth  by  the  party  of  the  second  part,  has  granted, 
bargained,  sold,  assigned,  transferred,  and  set  over, 
and  by  these  presents  does  grant,  bargain,  sell,  assign, 
transfer,  and  set  over  unto  said  party  of  the  second 
part,  its  successors  and  assigns,  the  Cup  won  by  the 
schooner-yacht  America  at  Cowes,  Eng.,  upon  the 
twenty-second  day  of  August,  I  851,  to  have  and  to 
hold  the  same  to  the  said  party  of  the  second  part, 
its  successors  and  assigns,  in  trust,  nevertheless,  for 
the  following  uses  and  purposes  : 

This  Cup  is  donated  upon  the  condition  that  it 
shall  be  preserved  as  a  perpetual  challenge  Cup  for 
friendly  competition  between  foreign  countries.  Any 
organized  yacht  club  of  a  foreign  country,  incorpo- 
rated, patented,  or  licensed  by  the  Legislature,  Ad- 
miralty, or  other  executive  department,  having  for 
its  annual  regatta  an  ocean  water-course  on  the  sea, 
or  on  an  arm  of  the  sea,  or  one  which  combines 
both,  shall  always  be  entitled  to  the  right  of  sailing 
a  match  for  this  Cup  with  a  yacht  or  vessel  propelled 
by  sails  only  and  constructed  in  the  country  to  which 
the  challenging  club  belongs,  against  any  one  yacht 
or  vessel  constructed  in  the  country  of  the  club 
holding  the  Cup. 

The  competing  yachts  or  vessels,  if  of  one  mast, 
shall  be  not  less  than  sixty-five  feet,  nor  more  than 
ninety  feet  on  the  load  water-line  ^  if  of  more  than 
one  mast,  they  shall  be  not  less  than  eighty  feet  nor 
more  than  one  hundred  and  fifteen  feet  on  the  load 
water-line. 

The  challenging  club  shall  give  ten  months* 
notice  in  writing,  naming  the  days  for  the  proposed 
races,  but  no  race  shall  be  sailed  on  the  days  inter- 
vening between  November  ist  and  May  ist. 

Accompanying  the  ten  months'  notice  of  chal- 
lenge there  must  be  sent  the  name  of  the  owner 
and  a  certificate  of  the  name,  rig,  and  following 
dimensions  of  the  challenging  vessel,  namely  : 
Length  on  load-water  line,  beam  at  load  water-line, 
and  extreme  beam,  and  draught  of  water,  which 
dimensions  shall  not  be  exceeded}  and  a  Custom- 
House  registry  of  the  vessel  must  be  sent  as  soon  as 
possible. 

Vessels  selected  to  compete  for  this  Cup  must 
proceed  under  sail  on  their  own  bottoms  to  the  port 
where  the  contest  is  to  take  place. 

Centre-board  or  sliding-keel  vessels  shall  always 
be  allowed  to  compete  in  any  race  for  this  Cup,  and 
no  restriction  or  limitation  whatever  shall  be  placed 
upon  the  use  of  such  centre-board  or  sliding   keel, 

0/ 


nor  shall  the  centre-board  nor  sliding  keel  be  con- 
sidered a  part  of  the  vessel  for  any  purposes  of 
measurement. 

The  club  challenging  for  the  Cup  and  the  club 
holding  the  same  may,  by  mutual  consent,  make 
any  arrangement  satisfectory  to  both  as  to  the  dates, 
courses,  number  of  trials,  rules  and  sailing  regula- 
tions, and  any  and  all  other  conditions  of  the  match, 
in  which  case  also  the  ten  months'  notice  may  be 
waived. 

In  case  the  parties  cannot  mutually  agree  upon 
the  terms  of  a  match,  then  three  races  shall  be 
sailed,  and  the  winner  of  two  of  such  races  shall  be 
entitled  to  the  Cup.  All  such  races  shall  be  on 
ocean  courses,  free  fi*om  headlands,  as  follows  : 

The  first  race,  twenty  nautical  miles  to  windward 
and  return  j  the  second  race,  an  equilateral  tri- 
angular race  of  thirty-nine  nautical  miles,  the  first 
side  of  which  shall  be  a  beat  to  windward  ;  the 
third  race,  if  necessary,  twenty  nautical  miles  to 
windward  and  return  j  and  one  week-day  shall 
intervene  between  the  conclusion  of  one  race  and 
the  starting  of  the  next  race. 

These  ocean  courses  shall  be  practicable  in  all 
parts  for  vessels  of  22  feet  draught  of  water,  and 
shall  be  selected  by  the  club  holding  the  Cup ; 
and  these  races  shall  be  sailed  subject  to  its  rules  and 
sailing  regulations,  so  far  as  the  same  do  not  conflict 
with  the  provisions  ot  this  deed  of  gift,  but  with- 
out any  time  allowances  whatever. 

The  challenged  club  shall  not  be  required  to 
name  its  representative  vessel  until  at  a  time  agreed 
upon  for  the  start,  but  the  vessel  when  named 
must  compete  in  all  the  races,  and  each  of  such 
races  must  be  completed  within  seven  hours. 

Should  the  club  holding  the  Cup  be,  for  any 
cause  dissolved,  the  Cup  shall  be  transferred  to  some 
club  of  the  same  nationality  eligible  to  challenge 
under  this  deed  of  gift,  in  trust  and  subject  to  its 
provisions. 

In  the  event  of  the  failure  of  such  transfer 
within  three  months  after  such  dissolution,  said  Cup 
shall  revert  to  the  preceding  club  holding  the  same, 
and  under  the  terms  of  this  deed  of  gift. 

It  is  distinctly  understood  that  the  Cup  is  to  be 
the  property  of  the  club,  subject  to  the  provisions 
of  this  deed,  and  not  the  property  of  the  owner  or 
owners  of  any  vessel  winning  a  match. 

No  vessel  which  has  been  defeated  in  a  match 
for  this  Cup  can  be  again  selected  by  any  club  as  its 
representative  until  after  a  contest  for  it  by  some 
other  vessel  has  intervened,  or  until  after  the  expira- 
tion of  two  years  fi-om  the  time  of  such  defeat. 

And  when  a  challenge  from  a  club  fulfilling  all 
the  conditions  required  by  this  instrument  has  been 
received,  no  other  challenge  can  be  considered  until 
the  pending  event  has  been  decided. 

And  the  said  party  of  the  second  part  hereby  ac- 
cepts the  said  Cup,  subject  to  the  said  trust,  terms, 

0] 


APPENDIX 


and  conditions,  and  hereby  covenants  and  agretrs,  to 
and  with  the  said  party  of  the  first  part,  that  it  will 
_  faithfully  and  fully  see  that  the  foregoing  conditions 
are  fully  observed  and  complied  witli  by  any  contest- 
ant for  the  said  Cup  during  the  holding  thereof  by 
it,  and  that  it  will  assign,  transfer,  and  deliver  the 
said  Cup  to  the  foreign  yaclit  club  whose  representa- 
tive yacht  shall  have  won  the  same  in  accordance 
witii  the  foregoing  terms  and  conditions,  provided 
tile  said  foreign  club  shall,  by  instrument  in  writing, 
lawfully  executed,  enter  with  said  party  of  the  second 
part  into  the  like  covenants  as  are  herein  entered 
into  by  it,  such  instrument  to  contain  a  like  pro- 
vision for  the  successive  assignees  to  enter  into  the 
same  covenants  with  their  respective  assignors,  and 
to  be  executed   in  duplicate,  one  to  be  retained  by 


each  club,  and  a  copy  tliereof  to  be  forwarded  to  the 
said  party  of  the  second  part. 

In  witness  whereof  the  said  party  of  the  first  part 
has  hereunto  set  his  hand  and  seal,  and  the  said  party 
of  the  second  part  has  caused  its  corporate  seal  to  be 
affixed  to  these  presents,  and  the  same  to  be  signed 
by  its  Commodore  and  attested  by  its  Secretary,  the 
day  and  year  first  above  written. 

GEORGE    L.    SCHUYLER, 
THE    NEW    YORK    YACHT    CLUB, 
By   Elbkiuge  T. 


[Seal   of  the   New  I 
York  Yacht  Club  J 


John   H 


Gerrv, 

Comniodure. 

Bird, 

Secretary. 


In  the  presence  of  H.  D.  Hamilton. 


[  ,371  ] 


APPENDIX 


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APPENDIX 


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APPENDIX 


INSCRIPTIONS    ON    THE   AMERICA'S    CUP 


THE  text  of  the   inscriptions  on  the  America's  cnp,  given 
here  in  full,  amis  copied  from  the  cup  through  the  courtesy 
of  Tiffany  &.  Co.,  in  whose  vaults  the  trophy  is  kept.     On 
the  six  large  shields  encircling  the  cup  are  the  folloAving  groups  of 


lettering 

lOO  Guinea  Cup 

won 

August  22nd,  I  85  I,  at  Cowl-s,  England, 

By  Yacht  AMERICA, 

at  the 

Royal  Yacht  Squadron  Regatta, 

*'  Open  tu  all  Nations" 

Beating 
curiRKs 

VOL  ANTE,         48  To 

ARR(JW, S4  " 

ALARM,         iy3  " 

MUNA, 82  " 

BACCHANTE,         ......  80  " 

FREAK., 60  " 

ECLIPSE, 50  " 

SCHOONERS 

BEATRICE,        161  " 

WYVERN, 205  " 

lONE, 75  " 

CONSTANCE,  ii8  " 

GIPSY    (iJ^IEEN, 160  " 

BRILLIANT,      . 392  " 


Schooner  AMERICA,  170  Tons 

Commodore  John  C.  Stkvens, 

Built  by  George  Steers  of  New  York, 

1851. 


Presented  to  the 

NEW   YORK  YACHT  CLUB 

as  a 

Challenge  Cup 

Open  to  all  Foreign  Clubs 


By  the  Owners, 


John  C.  Stfvens, 
Hamilton  Wilkes, 
Geo.  L.  Schuyler, 
J.  Beekman  Finlay, 
Edwin  A.  Stevens. 


OCT.    16th,   1871 

SCHOONER  SCtlouNER 

LIVONIA  vs.    COLUMBIA 

J-'\mes  Ashburv,  Esq.  Franklin   Osgood,  Esq. 

Owner.  Owner. 

COLUMBIA  winner  by  27  m.,  4  sec. 

N.    Y.   Y.    club  course 

OCT.  18th,  1871 

SCHOONER  SCHOONER 

LIVONIA  vs.   COLUMBIA 

COLUUBIyi  vi'lnner  by  10  m.,  33  sec. 

Outside  Course 

OCT.  19th,  1871 

SCHOONER  SCHOONER 

LIVONIA  vs.    COLUMBIA 

LiyONIyi  winner  by   15  m.,   10  sec. 

N.   Y.    Y.    CLUB  COURSE 

OCT.  list,  1871 

SCHOONER  SCHOONER 

LIVONIA  vs.    SAPPHO 

Wm.   P.  Douglas,  Esq.,  Owner 
SAPPHO  winner  by  30  m.,  21  sec. 
Outside  Course 

OCT.  23d,     1871 

SCHOONER  SCHOONER 

LIVONIA  vs.   SAPPHO 
SAPPHO  winner  by  25  m. ,  27  sec. 

N.    Y.    Y.    CLUB  COURSE 


1876 


Challenged  to  be  sailed  for  over 

NEW  YORK  YACHT  CLUB  COURSE, 

August  8th,  1S70, 

By 

Mr.  James  Ashburv,  with  Schooner  Yacht 

CAMBRIA, 

Representing  Royal  Thames  Yacht  Club.      Cambria 

beaten  in  the  following  order  by  Schooner  Vaclits  : 

MAGIC,  AMERICA,  PHANTOM, 

IDLER,  DAUNTLESS,        ALICE, 

SILVIE,  MADGIE,  HALCYON. 

[374] 


AUGUST   nth, 

SCHOONER  SCHOONER 

COUNTESS  OF  DUFFERIN  vs.  MADELEINE 

Chas.   GiFFORn,  Esq.         J^^hn  S.  Dickerson,  Esq. 

Owner  Owner 

MADELEINE  winner  by  lo  m.,  59  sec. 

N.    Y.    V.    CLUB  COURSE 

AUGUST    I2th,  1876 

SCHOONliK  SCHOONER 

COUNTESS  OF  DUFFERIN  vs.  MADELEINE 

MADELEINE,  winntr  by  27  m 
Outside  Course 


14  sec. 


NOV  9th,  1881 

N.    Y.    Y.    CLUB  COURSE 
SI.oOP  SLOi^P 

MISCHIEF    beat     ATALANTA 
Bay  of  f^inte  V.  Club  (Canada) 
28  m.,  20  *4'  sec. 

NOV.  loth,  1 88 1 

16  milL'S  to  Lcxw.iid  troin  Buoy  5 

Sandy  Hook  and  return 

SLOOP  SLOOP 

MISCHIEF    beat     ATALANTA 
38  ni. y  54  sec. 


APPENDIX 

On  the  small  panels  under  the  large  shields  are  the  following 


SEPT.    14th,    1885 

N.   Y.    V.   CLUB  COUKSE 
sump  CUTTER 

PURITAN  beat  GENESTA 

Royal  Yacht  Squadron  of  England 

16  min.,  19  sec. 

SEPT.  l6th,  1885 

20  miles  to  Leeward  of  Sandy  H.  L.  S. 

and  Return 

SLOOP  CIITTFR 

PURITAN  be.Tt  GENESTA 
I  min.,  38  sec. 


SEPT.  9th,  1886 

N.    V.    Y.    CLUB  COURSK 
SLOOP  CIITTI'R 

MAYFLOWER  beat  GALATEA 

Royal  Northern  Yacht  Club  of  Scotland 

12  min.,  .02  sec. 

SEPT.  nth,  1886 

20  miles  to  Leeward  of  Sandy  H.  L.  S. 

and  Return 

SLOOP  CUTTER 

MAYFLOWER  beat  GALATEA 
29  min.,  .09  sec. 


SEPT.  27th,  1887 

N.  Y.  Y.  CLUB  COURSR 
SLOOP  CUTTER 

VOLUNTEER  beat  THISTLE 

Of  Royal  Clyde  Yacht  Club  of  Scotland 

19  min.,  ^3|^  sec. 

SEPT.  30th,  1S87 

20  miles  to  Windward  from  Scotland  L.  S. 

and  Return 

SLOOP  CUTTKR 

VOLUNTEER  beat  THISTLE 
1  I  min.,  48  3;{  sec. 


SEPTEMBER  7th,  1895 

DEFENDER,  N.  Y.  Y.  C. 
vs. 
VALKYRIE  III,  R.  Y.  S. 
I  5  miles  to  Windward 
DEFENDER  won,  8  min.,  49  sec. 

SEPTEMBER  loth,  1895 
Triangle  30  miles  VALKYRIE  III,  disqualified 

SEPTEMBER  12th,  1895 

I  5  miles  to  Windward 

DEFENDER  won,  Valkyrie  III  withdrew 

Time  of  race  4  hrs.,  43  min.,  43  sec. 


1899 
COLUMBIA,  N.  Y.  Y.  C. 
vs. 
SHAMROCK,  Royal  Ulster  Y.  C. 

FIRST  RACE  OCTOBER  16TH 

15  miles  to  Windward  and  Return 
COLUMBIA  won  by  10  min.,  8  sec. 
Time  of  Race,  4  hrs.,  53  min.,  53  sec. 

SECOND  RACE  OCTOBER  17TH 

Triangular  30  miles,  10  miles  to  a  leg 
COLUMBIA  won.   Shamrock  disabled,   lost  top- 
mast. 
Time  of  Race  3  hrs.  37  m. 

THIRD  RACE  OCTOBER  20TH 

I  5  miles  to  Leeward  and  Return 
COLUMBIA  won  by  6  m.,  34  sec. 
Time  of  Race  3  hrs.,  38  m.,  9  sec. 


OCT.  7th,  1893 

SLOOP 

VIGILANT,  N.  Y.  Y.  C. 

ri'TTFR 

VALKYRIE,  R.  V.  S. 
I  5  miles  to  Leeward  and  Return 
VIGILANT  won  by  5  min.,  48  sec. 

OCT.  9th,   1S93 

A  triangle  10  miles  to  a  leg 

VIGILANT  won  by  10  min.,  31;  sec. 

OCT.  13th,  1893 

I  5  miles  to  Windward  and  Return 

VIGILANT  won  by  40  sec. 


COLUMBIA,  N.  Y 


1 901 
Y.  C. 


SHAMROCK  II,  Royal  Ulster  Y.  C. 
FIRST  RACE  SEPTEMBER  28TH 

I  s  miles  to  Windward  and  Return 
COLUMBIA  won  by  l  min.,  20  sec. 

SECOND  RACE  OCTOBER  3D 

Tri.mgular  30  miles,  10  miles  to  a  leg 
COLUMBIA  won  by  3  min.,  35  sec. 

THIRD  RACE  OCTOBER  4TH 
I  ^  miles  to  Leeward  and  Return 
COLUMBIA  won  by  41  sec. 


[375] 


APPENDIX 


THE    BRENTON    REEF,    CAPE    MAY, 
GOELET    AND    ASTOR    CUPS. 


Amonh  the  cups  mentioned  in  this  book,  other 
than  the  America's  cup,  the  most  important  are  the 
Brenton  Reef  and  Cape  May  chatlenge  cups,  both 
uf  wliicli  have  been  sailed  for  In  international 
matches. 

The  Brenton  Reef  cup  was  presented  to  the  New 
York  Yacht  Club,  March  23d,  1871,  by  Ex-Com- 
modore James  Gordon  Bennett,  to  be  h-ld  and 
raced  for  in  accordance  with  the  following  condi- 
tions : 

This  cup  will  be  otTered  to  the  yachts  of  all 
nations,  to  be  sailed  for  in  an  ocean  race,  on  a 
course  from  the  Lightship  otf  Newport  to  and 
around  the  Lightship  off  Sandy  Hook  and  out- 
side of  Long  Island,  and  return.  Said  cup  to 
be  held  by  the  winner  for  the  term  of  thirty 
days  after  the  race,  without  liability  to  chal- 
lenge. Upon  the  expiration  of  said  period,  the 
winner  of  the  Cup  must  accept  any  cliallenge, 
and  be  prepared  to  sail  a  race  over  the  same 
course  within  the  space  ot  titteen  days  next  en- 
suing the  receipt  of  such  challenge,  or  forfeit 
the  Cup  to  the  challenger.  Should  any  yacht 
succeed  in  holding  the  Cup  in  two  consecutive 
races  during  one  season,  the  owner  thereof  will 
not  again  be  liable  to  challenge  until  the  com- 
mencement of  the  yachting  season  of  the  year 
next  ensuing. 

In  the  event  of  the  Cup  being  held  at  the 
close  of  a  season  by  a  foreign  yacht,  the  owner 
thereof  will  be  liable  to  challenge  during  the 
season  of  the  year  ensuing  for  an  ocean  race 
over  a  course  from  the  Needles,  Isle  of  Wight, 
to  and  around  a  stakeboat  off  the  harbor  of 
Cherbourg,  and  return. 

The  ocean  races  for  the  Brenton  Reef  Cup 
will  be  sailed  according  to  the  rules  of  the  New 
York  Yacht  Club,  but  without  allowance  for 
time. 

It  is  understood  that  in  case  any  y.icht  hold- 
ing the  before-mentioned  challenge  Cup  shall 
be  sold  out  of  the  New  York  Yacht  .Squadron, 
the  Cup  is  not  disposed  of  with  her,  but  must 
be  returned  to  the  New  York  Yacht  Club,  to 
be  sailed  for  again  in  the  manner  and  form  be- 
fore provided  for  the  schooners  and  sloops  and 
for  the  ocean  races. 

It  is  also  understood  tliat  In  case  a  foreign 
yacht  should  hold  the  challenge  Cup,  and  should 
be  sold  out  of  a  Royal  Yacht  Club,  the  Cup  is 
not  sold  with  her,  but  must  be  returned  to  the 
New  York  Club,  to  be  sailed  for  again  In  an 
ocean  race,  as  above  provided. 

The  yachting  season  in  American  waters  for 
the  before-named  challenge  Cup  will  be  from 
the  third  Thursday  in  June  until  the  third 
Thursday  in  October. 

Upon  this  challenge  Cup  there  shall  be  en- 
graved the  names  of  those  yachts,  and  the 
owners  thereof,  that  have  held  the  same,  and  a 


die,  with  appropriate  devices  thereon,  shall  be 
engraved,  from  which  a  medal  can  be  struck, 
to  be  held  by  the  owners  of  said  yachts. 

Any  yacht  challenging  the  holder  must  de- 
posit five  hundred  {S500)  dollars  with  the  Re- 
gatta Committee,  to  be  forfeited  in  case  the 
challenging  party  is  not  successful  in  winning, 
otherwise  to  be  returned  to  him.  If  forfeited, 
to  be  invested  in  a  Cup  to  become  the  property 
of  the  challenged  party. 

The  cup  was  raced  for  by  schooners  in  the  club, 
July  25th,  1872,  when  won  by  Madeleine,  sailing 
against  Rambler  j  September  19th,  1873,  when 
won  by  Rambler  sailing  against  Madeleine ;  July 
26th,  1876,  when  won  by  Idler,  sailing  against  the 
America,  Wanderer  and  Tidal  Wave.  September 
2 1st,  1885,  it  was  won  by  Genesta,  cutter,  from  the 
schooner  Dauntless  (see  page  106),  and  taken  to 
England.  In  August,  1893,  Genesta  resigned  the 
cup  to  Britannia,  cutter,  and  September  I4.th,  1893, 
Britannia  sailed  for  it  against  the  American  centre- 
board cutter  Navahoe,  losing  the  race  on  a  protest. 
(See  footnote,  page  204.)  No  challenges  were  re- 
ceived for  Navahoe  to  sail  for  the  cup  between  the 
time  of  its  return  to  this  country  with  that  vessel 
and  the  spring  of  1902,  when  Navahoe  was  sold  out 
of  the  New  York  Yacht  Club  to  a  German  owner, 
the  cup  remaining  in  the  keeping  of  the  club  in  ac- 
cordance with  the  terms  under  which  it  is  held. 


[376] 


The  Cape  May  (gold)  cup  was  presented  as  a 
challenge  trophy  to  the  New  York  Yacht  Club  in 
1872,  by  Ex-Commodore  James  Gordon  Bennett, 
to  be  sailed  for  over  the  following  course  : 

From  an  imaginary  line  between  the  judge's 
steamer  and  buoy  5,  off  Sandy  Hook,  to  and  around 
the  Five  Fathom  Hght-vessei,  off  Cape  May,  leaving 
it  on  the  port  or  starboard  hand  at  will,  and  back  to 
Sandy  Hook  light-vessel,  passing  the  same  to  the 
southward  and  eastward,  within  one  hundred  yards 
distance. 

The  conditions  provided  by  the  donor  for  the 
holding  of  the  cup  were  as  follows: 

I'Jt.  It  is  to  be  held  by  the  winner  for 
thirty  days  after  the  race,  without  liability  to 
challenge. 

2d.  Upon  the  expiration  of  that  period  the 
winner  must  accept  any  challenge,  and  be  pre- 
pared to  sail  a  race  over  the  same  course  within 
fifteen  days  from  the  receipt  of  such  challenge, 
or  forfeit  the  Cup  to  the  challenger;  but 
should  any  yacht  succeed  in  holding  the  Cup 
in  two  consecutive  races  during  one  season,  it 
will  not  again  be  liable  to  challenge  until  the 
commencement  of  the  yachting  season  of  the 
following  year.  The  Cup  will  become  the 
bona  fide  property  of  any  yacht  holding  it  suc- 
cessfully through  three  consecutive  contests. 


APPENDIX 


3d.  The  yachting  season  in  American 
waters,  in  reference  to  this  Cup,  is  understood 
to  be  from  tlie  third  Thursday  in  June  until 
the  third  Thursday  in  October  in  each  year. 

4th.  Sliould  a  yacht  holding  tliis  Cup  be 
sold  out  of  the  New  York  Yacht  Club,  the 
Cup  shall  not  go  with  her,  but  shall  be  re- 
turned to  tlic  Club,  to  be  again  sailed  for  j  and 
if  the  Cup  should  be  held  by  a  foreign  yacht, 
and  she  should  be  sold  out  of  the  Club  to 
which  she  belongs,  the  Cup  shall  not  be  sold 
witli  her,  but  shall  be  returned  to  the  New 
York  Yacht  Club,  to  be  sailed  for  again  as 
above  provided. 

5th.  In  the  event  of  the  Cup  being  held 
at  the  close  of  the  season  by  a  foreign  yacht, 
the  owner  thereof  will  be  liable  to  challenge 
during  the  season  of  the  next  year  for  an  ocean 
race,  over  a  course  from  the  Needles,  Isle  of 
Wight,  to  and  around  a  stakeboat  off  the 
harbor  of  Cherbourg,  and  return. 

Any  yacht  challenging  the  holder  must  de- 
posit five  hundred  (S500)  dollars  with  the 
Regatta  Committee,  to  be  forfeited  in  case  the 
challenging  party  is  not  successful  in  winning, 
otherwise  to  be  returned  to  him.  li  forfeited, 
to  be  invested  in  a  Cup  to  become  the  property 
of  the  challenged  party. 

The  cup  has  never  been  held  by  any  vessel 
through  three  successive  contests,  and  therefore  still 
is  open  to  challenge.  It  was  first  won  October 
loth,  1872,  by  the  scliooner  Dreadnaught,  sailing 
against  the  schooner  Palmer  j  next  October  loth, 
1873,  by  theschooner  Enchantress,  on  a  sail-over, 
by  default  of  Dreadnauglit  j    next   September  4th, 


1877,  by  the  schooner  Idler,  sailing  against  the 
schooners  Dreadnaught,  Rambler  and  Vesta  j  and 
September  26th,  1885,  by  the  cutter  Genesta  sailing 
against  Dauntless. 

The  cup  has  been  sailed  for  three  times  in  Eng- 
lish waters,  and  twice  resigned  by  English  yachts 
without  a  race.  August  14th  and  15th,  1886, 
Ircx,  cutter,  defeated  Genesta  for  the  cup  over  a 
course  of  144  miles,  from  Cowes  to  Cherbourg 
Breakwater  and  return,  by  3  h.  47  m.  26  s.  j  Sep- 
tember I  2th,  1889,  over  the  same  course,  Wendur, 
yawl,  had  a  sail-over,  Irex  not  appearing  to  defend 
the  trophy ;  August  5th,  1893,  Wendur  (then 
Viking),  resigned  the  cup  to  Britannia  without  a 
race.  September  I5lh,  1893,  Britannia  defended 
the  cup  against  Navahoe,  the  course  being  troni 
Alum  Bay  pier,  near  the  Needles,  to  Cherbourg 
Breakwater  and  return,  winning  by  36  m.  13  s. 
From  1893  to  1902  tlie  cup  was  not  sailed  for. 


The  Goelet  cups,  mentioned  in  this  history, 
were  trophies  presented  annually  from  1882  to  1897 
inclusive,  by  the  late  Ogden  Goelet  of  New  York 
for  sloops  and  schooners  of  tlie  New  York  Yacht 
Club,  and  sailed  for  off  Newport  at  the  end  of  the 
club's  annual  cruise. 

The  racing  events  created  by  these  trophies  were 
continued  after  the  death  of  Mr.  Goelet  for  similar 
cups  offered  by  Col.  John  Jacob  Astor,  sailed  for 
under  the  same  conditions  as  were  the  Goelet  cups, 
but  known  as  the  Astor  cups.  (Which  see.)  In 
years  of  contests  for  the  America's  cup  the  Goelet 
cups,  and  later  the  Astor  cups,  for  single-masted 
vessels,  have  generally  been  won  by  the  defender  of 
the  America's  cup. 


INDEX 


INDEX 


Ackers,  Capt.,  owner  of  schooner  Brilliant,  men- 
tioned, 70. 

Adams,  Charles  I-'rancis  2d,  has  charge  of 
sloop  Pilgrim  in  her  races,  140;  manages  Inde- 
pendence in  her  first  races  at  Newport,  328  j 
mentioned,    356. 

Advertising  by  challengers,  reference  to,  8g,  214, 
215  j  as  an  element  In  the  challenge  of  Sir 
Thomas  Lipton,   287,   288. 

AiLEEN,  naval  militia  converted  steam-yacht,  is  in 
patrol  rieet  at  cup  races,  1899,  206. 

AiLSA,  cutter  and  yawl,  reference  to,  and  length, 
141;  races  ofj  with  Valkyrie  III.,  i6ij  as  a 
yawl,  is  defeated  by  Columbia,  224  j  races  of, 
off  Newport,  233  ;   mentioned,  3<;6. 

Alarm,  cutter,  fails  to  meet  the  America,  20  j  is 
in  R.  Y.  S.  regatta,  23,  25. 

Alarm,  schooner,  is  in  America's  cup  race,  1870, 

53- 
Alexis,  grand  duke  of  Russia,  is  on  list  of  honorary 

members,  N.  Y.  Y.  C,  in  1901,  285. 
AlgonjJuin,  revenue  cutter,  is  in   patrol  fleet  at  cup 

races,  1899,  206. 
Alice,  schooner,  is  in  America's  cup  race,   1870, 

53. 

Aluminum,  is  first  used  in  a  cup-defence  yacht  on 
Defender,  156;  is  used  in  blocks  on  Jubilee,  1 40  ; 
is  used  in  Shamrock  I.,  203  ;  is  used  in  Indcptti- 
dence,  340. 

Amateurs,  too  many  aboard  Dauntless  in  ocean 
race,  50,  51  j  too  many  on  Columbia  (schr.) 
Oct.  19th,  I  871,  71  J  crew  of  Atalanta  composed 
of,  86. 

America,  why  built,  4  j  correspondence  regard- 
ing building  of,  5-8  j  owners  of,  6  j  is  launched, 
7  ;  amount  paid  for,  8  j  trials  of,  against 
Maria,  8  j  description  of  in  Spirit  of  the  'rimes, 
10,  II  j  sails  of,  II  J  custom-house  register  of, 
12  J  log  of,  on  voyage  across  Atlantic,  12-145 
arrival  of,  at  Havre,  and  sentiment  regarding,  14  j 
is  fitted  out  at  Havre  for  racing,  15  5  is  termed  a 
"  glorified  pilot-boat,"  15  ;  leaves  Havre  and  ar- 
rives in  England,  16  j  English  description  of,  175 
first  challenges  of,  untaken,  17,  18  ;  second  chal- 
lenge of,  19  ;  is  entered  for  Royal  Yacht  Squad- 
ron regatta,  21  j  wins  cup  in  R.  Y.  S.  regatta, 
23-26  J  pilot  of,  in  England,  27  ;  winnings  of, 
in  England,  28  ■  last  racing  of,  in  England  under 
American  ownership,  28  j  visit  of,  to  England 
has  far-reaching  effect,  30  ;  is  visited  by  J^'^^'^" 
Victoria,  32,  33  j  leads  Englishmen  to  suspect 
presence  on  board  of  a  motor,  34  j  lessons 
taught  English  builders  by,  35  ;  difference  of, 
from  English  models,  35  ;  superior  sails  of,  3^  ; 
comment  on  model  of,  by  Capt.  A.  J.  Renealy, 
35  J  on  sails  of,  by  George  L.  Watson,  36  j  on 
model  of,  by  J.  D.  Jerrold  Kelley,  37;  is  sold 
to  Lord  John  de  Blaquiere,  38  j  loses  in  Queen's 
cup  race  of  1852,  38  ;  career  of,  38  j  is  in  a 
gale  in  the  Mediterranean,  39  ;  is  bought  by 
Lord  Templeton,  39  j  is  laid  up  at  Cowes,  39  5 
is  rebuilt  in  England,  40  ;  is  sold  to  H.  E.  Decie 
and  named  Camilla,  40  ^  is  a  blockade  runner 
called  Memphis,  40  ;  is  a  practice-ship  for  naval 
cadets,    40,   41  ;  is  bought   at  auction  by  Gen. 

r  38 


B.  K.  Butler,  41  ;  winter  quarters  of,  41  ; 
affection  of  naval  cadets  for,  41  ;  is  owned  by 
Butler  Ames,  41  j  defeats  schooner  Resolute, 
42  J  wins  Centennial  regatta,  42  j  is  damaged  on 
Brigantine  shoal,  42  j  is  altered  by  Edward 
Burgess,  42  }  makes  a  cruise  in  the  West  Indies, 
42  ;  is  rebuilt  at  East  Boston,  42  j  outsails  ship 
North  American,  42  j  is  offered  N.  Y.  Y.  C. 
as  a  trial  vessel,  42  j  spar  dimensions  of,  42  ;  is 
last  in  Brenton  Reef  challenge  cup  race,  42  j  is 
defeated  in  Eastern  Yacht  Club  regatta,  43  ; 
aggressive  racing  career  of,  ends,  43  ;  is  honored 
in  modern  fleets,  43  j  is  in  America's  cup  race, 
1870,  53-56;  mentioned,  70;  is  in  Brenton 
Reef  cup  race,  1876,  79;  goes  over  course 
with  cup  racers,  1876,  81,  82  ;  mentioned, 
99j  *37j  crowding  of  course  in  race  of,  at 
Cowes,  referred  to,  171  ;  mentioned,  365; 
record  of,  in  R.  Y.  S.  regatta,  373  ;  is  defeated 
by  Idler  for  Brenton  Reef  cup,  376  ;  for  fac- 
simile of  contract  letter  for  building  of,  sail-plan, 
and  pictures  of,  see  list  of  illustrations. 
America's  Cup,  condition  of  American  yachting 
when  it  was  won,  i  ;  original  name  of,  26  j 
when  voted  as  a  trophy,  28  j  is  won  by  the 
America  on  a  Friday,  28  ;  cost  of  winning  the, 
38  ;  description  of,  43  ;  is  displayed  in  New 
York,  43  J  inscriptions  on,  mentioned,  44  ; 
is  made  a  challenge  trophy,  45  ;  text  of  original 
deed  conveying  tlie  cup,  45  j  first  challenge  for 
is  received,  from  Mr.  James  Ashbury,  47  ;  first 
challenge  race  for,  51-55  ;  second  attempt  of 
Mr.  Ashbury  to  win  the,  59  ;  second  chal- 
lenge for,  and  controversy  over  same,  60—65; 
ruling  of  George  L.  Schuyler  regarding  races 
for,  60;  dates  and  courses  of  races  for,  1871, 
65;  first  race  for,  1871,  66;  record  race  for, 
Oct.  l8th,  1871,  66}  reference  to  history  of, 
67  ;  conditions  under  which  only  race  was  lost 
for,  71,  72;  race  for,  of  Oct.  21st,  1871,  72, 
73  ;  final  race  for,  1871  series,  73  ;  first  Cana- 
dian challenge  for,  is  received,  76  ;  Canadian 
challenge  keeps  interest  in  cup  alive,  76  ;  weak- 
est efforts  to  win  the,  76;  first  race  of  1876 
match  for,  80,  81  ;  second  race,  81,  82  ; 
second  Canadian  challenge  for,  83  ;  liberal  in- 
terpretation of  deed  of  gift  of,  advised  by  flag 
officers  of  N.  Y.  Y.  C,  83,  84;  first  yacht 
built  especially  for  defence  of,  84 ;  first  trial 
races  of  candidates  for  defence  of,  84 ;  races 
for,  under  second  Canadian  challenge,  86,  87; 
progress  of  sport  during  first  epoch  in  history  of, 
90  ;  second  epoch  in  liistory  of,  begins  1885, 
90  ;  is  returned  to  George  L.  Schuyler  and  again 
deeded  to  the  N.  Y.  Y.  C,  90;  text  of  deed 
of,  1882,  90,  91  ;  principle  that  cup  is  a  na- 
tional trophy  is  reiterated  by  George  L.  Schuyler, 
92  ;  challenge  to  sail  for  is  received,  in  behalf 
of  Genesta  and  Galatea,  cutters,  1884,  92; 
courses  and  dates  for  1885  races  for,  94; 
great  public  mterest  in  challenges  for,  94 ; 
no  existing  sloop  believed  fast  enough  to  beat 
Genesta  in  races  for,  95  ;  Puritan  is  ordered  in 
Boston  for  defence  of,  96  ;  trial  races  for  defence 
of,    1885,    99,    100;    inconclusive   meetings   in 

1] 


INDEX 


1885  races  for,  101  ;  two  abortive  attempts  of 
Puritan  and  Gentsta  to  ran:  tor,  loi,  loz  ; 
third  and  fourth  aburtlve  attempts  oi  Puritan  and 
Gtnt'Sta  to  race  for,  102  j  tirst  race  for,  between 
Puritan  and  Genesta,  102,  103  j  second  and  de- 
cisive race  for,  between  Puritan  and  Genesta,  104J 
conditions  governing  i8S6  races  for,  107  j  May- 
flower is  ordered  in  boston  for  defence  of,  107  ; 
trial  races  for  defence  of,  1886,  iiOj  first  race 
for,  between  MayHower  and  Galatea,  ill,  Ii2j 
second  race  for,  1886,  112-1 14  j  challenge  for, 
in  beliaif  of  Thistle,  is  received  from  the  Royal 
Clyde  Y.  C,  116  j  Volunteer  is  ordered  in  Bos- 
ton for  defence  of,  1 1 6  j  no  great  concern  for  safety 
of,  is  felt,  1887,  1175  owners  of  Thistle  boast 
they  will  drink  Scotch  whiskey  from  cup,  118  j 
trial  races  for  defence  of,  1887,  119  ;  first  race 
for,  between  Volunteer  and  Thistle,  122  ;  other 
races  for,  in  1887,  123,  124;  deed  of  gift  of,  is 
amended  by  N.  Y.  Y.  C,  126  ;  no  genera! 
vote  taken  by  N.  Y.  Y.  C.  on  acceptance  of 
same,  126  j  yachtsmen  refuse  to  accept  the 
amended  deed,  1275  formal  challenge  for,  in 
name  of  Charles  Sweet,  is  made  and  withdrawn, 
127  J  trying  period  in  history  of,  1285  changes 
made  in  deed  of  gift  of,  1887,  128,  1295  cup  is 
formally  returned  to  George  L.  Schuyler,  and 
reconveyed  to  the  N.  Y.  Y.  C,  128  j  action  of 
club  in  changing  deed  ot  gift  of,  is  criticised, 
129;  motives  of  N.  Y.  Y.  C.  in  making  the 
changes,  129,  1 30  j  action  of  club  is  severely 
condemned,  130,  131  ;  deed  of  gift  of,  is  mod- 
ified by  N.  Y.  Y.  C,  132;  first  challenge  of 
Lord  Uunraven  tor,  132J  challenge  for,  tails  of 
confirmation  by  Royal  Yacht  Squadron,  133; 
terms  ot  deed  ot  gitt  ofy  not  accepted  by  Royal 
Yacht  Squadron,  l>3i  objections  ot  Dunraven 
to  deed  of  gift,  134,  135  j  second  challenge  of 
Lord  Dunraven  tor,  135,  1365  concessions  ob- 
tained under  deed  ot  gift  by  Lord  Dunraven  before 
second  challenge  for  is  sent,  1365  second  chal- 
lenge of  Lord  Dunraven  for,  is  accepted,  137  j 
tour  candidates  tor  defence  of  in  1893  meet, 
140  J  trial  races  for  defence  of,  1893,  140-143  ; 
interest  in  trial  races  is  widespread,  140  j  models 
of  candidates  tor  detence  of,  in  1893,  criticised, 
143  -J  one-gun  start  agreed  on  in  conditions  of 
races  tor,  145  ;  first  meeting  of  Vigilant  and 
Valkyrie  IL,  contestants  for,  abortive,  145,  146  ; 
iirst  race  oi'  these  vessels  for,  146  j  their  second 
race  for,  146,  147  j  their  last  race  for,  147- 
151  ;  departure  trom  wholesome  type  of  vessels 
in  races  tor,  152  ;  third  Dunraven  challenge 
for,  154}  date  ol  first  race  for,  under  third 
Dunraven  challenge,  is  fixed,  i  56  j  Defender,  cut- 
ter, is  ordered  for  detence  of,  1565  trial  races 
for  defence  of,  1895,  are  held,  160,  161  ; 
conditions  governing  1895  races  for,  are  signed, 
163  J  first  race  for,  165;  Lord  Dunraven 
charges  fraud  in  first  race  for,  166,  179,  180, 
181  ;  Defender  is  fouled  by  Valkyrie  III.  in 
second  race  for,  167,  168  j  Valkyrie  111.  is  di.  - 
qualified,  169  J  Defender  has  a  sail-over  in  third 
race  for,  172  j  careers  of  challengers  for,  1735 
statements  ot  Lord  Dunraven  in  report  on  1895 
races  for,  173-176  j  challenge  for,  from  Charles 
Day  Rose,  177;  conditions  for  races  for, 
under  same,  1775  a  hearing  is  held  on  Dun- 
raven's    charges    of    fraud    in    1895    races    tor. 


181-194  J  a  challenge  for,  is  received,  in  behalf 
ot  Sir  Tliomas  Lipton,  199,  200  j  text  of  Sir 
Thomas  Lipton's  challenge  for,  200  ;  conditions 
of  races  tor,  under  same,  201  j  Columbia  is 
ordered  for  detence  of,  201  j  probable  cost  of 
vessels  sailing  for,  in  1899,  201  j  trial  races  for 
defence  of,  1899,  won  by  Columbia,  2035 
changes  in  conditions  for  match  of  1899,  204, 
2.05  j  text  of  statute  for  keeping  clear  courses  in 
races  for,  205,  zo6  j  first  government  patrol  at 
races  for,  206  j  largest  fieet  in  history  of 
matches  for,  greets  Shamrock  L  and  Columbia, 
207  J  races  for,  1899,  begin  under  trying  con- 
ditions,   207—209  J    Columbia   defeats    Shamrock 

I.  in  their  first  race  for,  209  j  Columbia  has 
a  sail-over  in  second  race  for,  210  ;  spirited 
final  race  tor,  between  Columbia  and  Sham- 
rock L,  21 1-214  J  Sir  Thomas  Lipton  an- 
nounces intention  to  again  challenge  for,  2145 
second  challenge  of  Sir  Thomas  Lipton  for, 
216  ;  conditions  of  match  for,  under  same, 
217,  218  J  three  yachts  of  the  cup  class  ready 
for  defence  of,  in  1901,  2i8  •  revival  of  rivalry 
between  Boston  and  New  York  for  defence  of, 
219^  records  of  tastest  races  for,  237  j  races 
for,  1 90 1,  postponed  one  month  on  account  of 
accident  to  Shamrock  II.,  248  j  postponed  five 
days  on  account  ot  death  of  President  McKinley, 
255  ;  first  meeting  of  Columbia  and  Shamrock 

II.  in  races  for,  1901,  257-259  ;  first  race  for, 
1901,  260-263  j  third  meeting  of  contestants 
for,  proves  abortive,  263  j  second  race  for,  264- 
267  J  final  race  for,  268-271  ;  criticisms  of  New 
York  Yacht  Club's  interpretation  of  the  deed  of 
gift  of,  271-273  ;  conditions  in  racing  for,  after 
1887,  277-291  J  agreement  of  British  clubs  to 
cease  challenging  for,  mentioned,  278  •  challenges 
for  are  sought  by  New  York  Yacht  Club,  280  j 
campaign  of  publicity  which  followed  first  Lipton 
challenge  for,  288,  289  ;  reference  to  match  of 
1899  for,  288,  289  J  publicity  following  second 
challenge  of  Sir  Thomas  Lipton  for,  290  j  discon- 
tent with  methods  in  defence  of,  leads  to  Bos- 
ton's re-entering  the  field  of  defence,  29 1  j  details 
of  building  Independence,  candidate  for  defence  of, 
in  Boston,  1901,  292-303  j  deep  national  interest 
in  question  involved  in  offering  of  Independence 
as  a  candidate  for  defence  of,  303  ;  mentioned, 
307,  308,  309,  310  J  correspondence  between 
N.  Y.  Y.  C.  and  Thomas  W.  Lawson  relative  to 
qualification  of  a  vessel  to  sail  in  defence  of,  307— 
3135  deed  of  gifi:  of,  not  a  legal  document,  319; 
press  condemns  New  York  Yacht  Club's  attitude 
on  defence  of,  320  j  stories  of  enormous  bets  on 
outcome  of  1901  races  for,  prove  false,  331, 
332  J  last  wood  vessel  employed  in  defence  of, 
mentioned,  335  j  first  metal  vessel  employed  in 
defence  of,  mentioned,  335}  article  embodying 
opinion  of  Gen.  Paine  on  ethics  of  defence  of, 
361,  362;  deed  of  gift  of,  is  declared  to  be 
illegal  by  Mr.  Stinson  Jarvis,  362  ;  press  com- 
ments on  action  of  New  York  Yacht  Club  in 
denying  Independence  entrance  to  trial  races  for 
defence  of,  363-369  ;  text  of  1887  deed  of  gift 
of,  370-371  J  tabulated  record  ot  races  tor,  372, 
373  j  text  of  inscriptions  on,  374,  375  ;  for 
charts  of  coulees  over  which  the  cup  has  been 
sailed  for,  and  picture  of  cup,  see  list  of  illustra- 
tions.     (See  also  *'  New  York  Yacht  Club/*) 

2\ 


INDEX 


American  Life,  elements  of,  which  produced  a 
vicious  class  in  yachting,  280-291. 

American  Yachting,  vicious  class  in,  277-291. 

Ames,  Butler,  as  owner  of  the  America,  men- 
tioned, 41. 

Ames,  Oliver,  as  governor  of  Massachusetts, 
mentioned,  125. 

Anglesey,  Maf.quis  of,  visits  the  America,  17, 
34  ;  christens  his  son  by  dipping  him  in  the  sea, 
32  ;  is  owner  of  Pearl,  first  cutter,  34  ;  ex- 
presses opinion  on  the   America,    35. 

Aristocracy,  of  wealth  in  America,  281, 
282;  of  sports,  281,  282;  mushroom,  282, 
283. 

Armenia,  schooner,  trial  proposed  for,  with  the 
America,  20. 

Arrow,  American  sloop,  is  considered  desirable  as 
a  cup  defender,  84. 

Arrow,  cutter,  is  in  R.  Y.  S.  regatta,  23,  25  ; 
defeats  tlie  America,  1852,  38  ;  owner  of, 
invites  American  sloops  to  sail  for  Queen^s  cup 
of  1851,  125;  challenge  for  a  match  with, 
from  Mayflower,    125. 

AsHBURY,  James,  is  owner  of  schooner  Cambria, 
which  defeats  schooner  Sappho,  46  ;  biographical 
sketch  of,  46,  47  ;  challenges  for  the  America's 
cup,  1869,  47  i  invites  N.  Y.  Y.  C.  to  arrange 
an  ocean  race,  47  ;  withdraws  his  challenge  of 
1869,  49  5  repeats  1869  challenge,  49,  50  j 
proposes  to  exclude  centre-board  vessels  from  cup 
races,  50 ;  offers  cups,  57  ;  races  Cambria 
aggressively,  57;  makes  good  impression, 
58  ;  determines  to  try  again  for  cup,  58  ;  lays 
plans  for  second  attempt  to  win  cup,  59  ;  orders 
schooner  Livonia,  59  ;  acrid  correspondence  of, 
with  N.  Y.  Y.  C,  59,  60  J  telegrams  of, 
arranging  second  series  of  challenge  races,  60, 
61  ;  gives  notice  he  will  sail  for  '*  several  clubs," 
61  }  letters  of,  to  N.  Y.  Y.  C,  61,  62;  is 
advised  by  Dixon  Kemp,  63  ;  **  ultimatum"  of, 
to  sail  twelve  races,  63  ;  threatens  to  claim  cup 
if  one  race  in  twelve  is  won,  63  j  proposes  to 
sail  against  twelve  vessels,  64  j  proposes  three 
races  against  each  vessel  selected  to  detend  cup, 
64  ;  claims  right  to  sail  one  race  for  Royal  Albert 
Yacht  Club,  645  argues  that  N.  Y.  Y.  C. 
agreed  to  sail  twelve  races,  65  j  proposes  to  sail 
seven  races  for  Royal  Albert  Y.  C,  65  ;  accepts 
seven  races  as  representative  of  Royal  Harwich 
Y.  C,  65  ;  comment  on  attitude  of,  6^  5  pro- 
tests cup  race  Oct.  i8th,  1871,  66-68  j  is 
justified  in  protest,  69  ;  declines  to  accept  report 
of  cup  committee  of  N.  y.  Y.  C.,70j  is  willing 
to  sail  against  Magic,  71  j  sails  "  without  preju- 
dice to  confirmed  claim,"  72  ;  gives  notice  after 
final  race  of  1871,  that  he  will  make  seven 
starts,  73;  claims  majority  of  races  in  1871 
series,  73  ;  races  Cambria  against  Dauntless, 
73,  74;  reviews  races,  accusing  N.  Y,  Y.  C. 
of  "  unsportmanslike  proceedings,"  74;  letter 
of,  to  N.  Y.  y.  C.  tabled,  74  ;  cups  offered  by, 
returned,  74  ;  issues  a  pamphlet,  74  ;  is  cut  by 
W.  P.  Douglas  at  Havre,  74  ;  good  accom- 
plished by,  to  international  racing,  75  ;  judgment 
of  N.  Y.  Y.  C.  upon,  75  ;  experience  of,  has 
two  effects,  76  j  political  aspirations  of,  men- 
tioned, 89  ;  attempts  of,  to  win  the  cup,  men- 
tioned, 92  ;  as  owner  of  Cambria,  named  in 
record  of  America's  cup  race,  372. 


AsQuiTH,  G.  R.,  Is  counsel  for  Lord  Dunraven  at 
N.  Y.  Y.  C.  inquiry,  187. 

AsTOR,  CoL.  John  Jacob,  offers  a  cup  to  winner 
in  trial  races  of  1895,  160  ;  is  governor  of  New- 
port Y.  R.  A.  1901,  227;  cups  offered  by 
annually,  mentioned,  377. 

AsTOR  Cup,  is  won  by  Columbia  1899,  203;  is 
won  by  Columbia  1901,  232  ;  under  what  condi- 
tions offered,  377, 

Atalanta,  sloop,  is  named  in  challenge  for  the 
America's  cup  from  the  Bay  of  (^uinte  Yacht 
Club,  83  ;  is  launched  at  Belleville,  and  proceeds 
to  New  York  by  canal,  85  ;  voyage  of,  leads  to  a 
change  in  deed  of  gift,  85  ;  is  over-sparred  and 
not  prepared  for  racing,  86  ;  crew  of,  composed 
of  amateurs,  86  j  is  defeated  by  Misciilef  in  cup 
races,  86,  87  j  is  taken  back  to  the  lakes,  88  ; 
career  of,  88  ;  comment  on  races  of,  88  ;  men- 
tion of  photograph  and  model  of,  88  ;  model  of, 
not  in  N.  Y.  Y.  C.  model  room,  88  j  men- 
tioned, 117  ;  record  of,  in  America's  cup  races, 
372  ;  see  also  list  of  illustrations. 

Athene,  sloop,  is  placed  at  disposal  of  Mr.  Lawson 
as  a  trial  vessel  for  Independence,  324. 

Atlantic,  sloop,  is  built  for  cup  defence,  109  ; 
owners  of,  and  description  of,  109  ;  is  last  rule- 
of-thumb  vessel  of  the  cup  class,  109  ;  is  changed 
to  a  schooner,  no  ;  is  defeated  by  Volunteer  for 
the  Goelet  cup,  1887,  1175  see  also  list  of  illus- 
trations. 

Atlantic  Works,  Independence  is  built  at,  300  ; 
is  launched  at,  336  j   mentioned,  335,  348. 

Aurora,  cutter,  is  in  R.  Y.  S.  regatta,  23,  25  5 
name  of,  not  on  America's  cup,  44  j  record  of, 
in  R.  Y.  S.  regatta,  372. 

Bacchante,  cutter,  is  in  R.  Y.  S.  regatta,  23,  25. 

Banks,   Gen.  Nathaniel  P.,  mentioned,  125. 

Baring,  Charles,  serves  on  special  committee  of 
R.  Y.  S.  on  America's  cup,  1889,  133. 

Barr  Capt.  Charles,  sails  imported  cutter  Minerva, 
137;  is  sailing-master  of  Vigilant,  1S95,  157; 
complains  of  being  forced  off  his  course  in  Vigi- 
lant, I  59  i  reference  to  claim  that  in  Columbia 
he  forced  Constitution  off  her  course  in  starts, 
1595  is  disqualified  In  final  trial  race,  1901,  for 
bearing  down  on  Constitution,  240  ■  refusal  of, 
to  sail  against  Defender  in  1895,  is  recalled,  241  ; 
sails  Columbia  with  Scotch  canniness,  241,  242  ; 
is  accused  of  bearing  Columbia  down  on  Sham- 
rock II.  in  a  start,  25S  ;  foul  of  Independence 
by,  mentioned,  356,  357,  35S,  359. 

Barr,  Capt.  John,  is  sailing-master  of  Thistle, 
118;  sails  imported  cutter  Clara,  137  5  is  sailing- 
master  of  Jubilee,  1893,  140. 

Barrow  Western  Yacht  Club  of  Ireland,  is 
named  by  M  r.  Ashbury  as  one  of  his  sponsors,  6 1 . 

Bates,  John,  R.  N.,  secretary  R.  Y.  S.,  men- 
tioned, 20,  21. 

Bates,  W.  W.,  U.  S.  Commissioner  of  Naviga- 
tion, mentioned,  99. 

Bay  of  Quinte  Yacht  Club,  issues  challenge  for 
the  America's  cup  in  behalf  of  Atalanta,  sloop, 
83  5  members  of,  form  crew  of  Atalanta,  86; 
goes  out  of  existence,  88. 

Beatrice,  schooner,  is  in  R,  Y.  S.  regatta,  23-25. 

BKnouiN,  is  only  cutter  to  contest  for  cup  defence, 
99  ;  description  of,  99  ;  record  of,  in  trial  races, 
1885,  99,  100. 

83  ] 


INDEX 


Beckman,  Nicholas,  owner  of  Svenge,  mentioned, 

39- 

Bell,  James,  vice  commodore  Royal  Clyde  Yacht 
Club,  and  managing  owner  of  Thistle,  mentioned, 
115  J  is  in  conference  regarding  Thistle's  excess 
of  water-line,  120  j  statements  of,  regarding 
Thistle's  excess  of  water-line,  I20j  is  given  a 
reception  with  Mr.  Watson  by  N.  V.  Y.  C, 
124-  mentioned,  171  j  as  part  owner  of  Thistle, 
named  in  record  of  America's  cup  races,  577. 

Bell,  Richard  S.,  signs  second  Canadian  chaUenge 
for  America's  cup,  83. 

Bellr,  pilot-boat,  mentioned,  2. 

Belmont,  August,  as  part  owner  of  Vigilant, 
mentioned,  139;  serves  on  America's  cup  com- 
mittee, 190C-1901,  217  •  is  part  owner  of  Con- 
stitution, 223  J  is  replaced  on  cup  committee  by 
J.  Malcolm  Forbes,  241. 

Belmont,  Oliver,  as  part  owner  of  Vigilant, 
mentioned,  139. 

Bennett,  James  Gordon,  as  owner  of  Dauntless, 
mentioned,  49  j  offers  a  cup  for  schooners,  57  j 
correspondence  of,  as  Commodore  of  the  N.  Y. 
Y.  C,  with  Mr.  Ashbury,  60,  61  ;  mentioned, 
79;  is  part  owner  of  sloop  Priscilla,  1885,  995 
offers  a  cup  for  schooners  and  single-masted 
vessels,  1885,  106  j  date  of  presentation  by,  of 
Brenton  Reef  cup  to  N.  Y.  Y.  C,  376  j  pre- 
sents Cape  May  cup  to  N.  Y.  Y.  C,  376. 

Bernadotte,  prince,  commodore  R.  S.  N  ,  is  on 
list  of  honorary  members,  N.  Y.  Y.  C,  1901, 
285. 

BiLEs,  Prof.  J.  Harvard,  University  of  Glasgow, 
reference  by,  to  secrecy  in  building  yachts,  201, 
202. 

Bn.LMAN,  Charles,  rigger,  mentioned,   301,  349. 

Binney,  Arthur,  yacht  designer,  mentioned,  140. 

Blacjuiere,  de,  Lord  John,  is  given  some  rare 
wine  by  Commodore  Stevens,  12  j  buys  the 
America  and  races  her,  38  ;  sails  against  Sverige, 
39  ;  challenges  all  England  with  the  America, 
39  J  sells  the  America,  39. 

Boston,  home  of  deep-sea  ships,  builds  a  cup  de- 
fender, 1885,  96;  defends  the  cup,  1885,  96- 
106  J  defends  the  cup,  1886,  107-114;  defends 
the  cup,  1887,  116— 125  J  city  government  of, 
extends  resolutions  of  thanks  to  Messrs.  Paine 
and  Burgess,  and  publishes  testimonial  volume  on 
defence  of  cup  by  Boston  vessels,  I2<J  ;  produces 
two  candidates  for  cup  defence,  1893,  1 38  j 
again  puts  forward  a  yacht  for  cup  defence,  1901, 
219  J  resolution  of  yachtsmen  of,  to  enlist  in  the 
cup  defence  for  1901,  291  j  aspirations  of,  called 
*'  moonshine,"  295. 

Boston  Towboat  Co.,  mentioned,  3<;i. 

Boston  Yacht  Club,  when  founded,  2. 

Bourne,  Frederick  G.,as  vice  commodore  N.  Y. 
Y.  C,  mentioned,  2}  is  part  owner  of  Consti- 
tution,  223. 

B'*ANscoMBE,  C.  H.,  U.  S.  Consul  at  Manchester, 
mentioned,  58. 

Bhenton  Reef  Cup,  race  for  in  1876,  79;  is  won 
by  Genesta,  1885,  106  j  is  won  back  by  Nava- 
hoe,  204  •  conditions  under  which  it  may  be 
sailed  for,  and  races  for,    376. 

Brilliant,  three-masted  schooner,  is  in  R.  Y.  S. 
regatta,  23  ;  owner  of,  protests  the  America's 
race,  27;  mentioned,  70  j  see  also  list  ot  illus- 
trations. 


Britannia,  cutter,  wins  from  Valkyrie  III.,  161  j 
is  beaten  by  Valkyrie  III.,  161  j  is  at  regatta  of 
Mudhook  Y.  C.  when  Valkyrie  U.  is  sunk, 
172;  description  of,  203,  204  j  loses  race  for 
Brenton  Reef  cup,  204  ;  defence  ot  Brenton 
Reef  cup  by,  mentioned,  376  ;  defeats  Navahoe 
in  race  for  Cape  May  cup,  377. 

Brokaw,  W.  Gould,  offers  cup  for  winner  of  first 
trial  race,   1899,  203. 

Bronze,  first  used  in  a  cup  yacht  in  Vigilant,  139. 

Brooks,  Reginald,  is  a  governor  of  Newport 
Y.  R.  A.,  1901,   227. 

Brooks,  John  E.,  as  part  owner  of  Colonia,  1893, 
mentioned,  i  39. 

Brown,  Charles,  sails  the  America  in  1870  cup 
race,   56. 

Brown,  Capt.  "  Dick,"  is  first  sailing-master  of 
the  America,  12-  remarks  of,  on  Hying  jibs, 
25  ;   is  on  Dauntless  in  ocean  race,   50. 

Brown,  Edward  M.  serves  on  America's  cup  com- 
mittee, 1898-1899,  199  i  serves  on  America's 
cup  committee,  1 900-1 901,  217. 

Brown,  Jesse,  member  of  the  America's  crew,  is 
at  reception  to  Volunteer's  crew,  125. 

Brown,  William  H.,  ship-builder,  employs  George 
Steers,  3  j  supplies  means  to  build  the  America,  3. 

Bryant,  Henry,  serves  on  a  committee  in  HuU- 
Massachusetts,  Y.  C.  to  arrange  races  for  Law- 
son  prizes,  300. 

Bryant,  Dr.  John,  as  owner  of  Shadow,  sloop, 
mentioned,  95  ;  is  manager  of  Independence  in 
her  final  races,  2345  serves  on  a  comminee  in 
Hull-Massachusetts  Y.  C.  to  arrange  races 
for  Lawson  prizes,  300  ;  manages  Independence 
in  her  final  races  at   Newport,  328  ;   mentioned, 

356. 

Bulwer,  Sir  H.,  mentioned,  90. 

Burgess,  Edward,  alters  the  America,  42  ;  is 
commissioned  to  design  Puritan,  96  ;  is  made 
owner's  agent  for  Puritan,  98  j  name  becomes 
well-known,  107;  designs  MayHower,  107  j 
designs  Volunteer,  116^  is  then  ahead  of  Wat- 
son in  designing,  116;  reception  to,  (with 
Gen.  Paine),  by  city  of  Boston,  124';  testi- 
monial volume  to,  (with  Gen.  Paine),  125; 
biographical  sketch  of,  137,  1385  number  of 
vessels  designed  by,  138}  business  successors  of, 
mentioned,  14OJ  popularity  of,  reference  to, 
144^  type  of  yacht  introdued  by,  is  abandoned 
in  cup  defence,   152. 

Burnham,  L.  G.,  owner  of  Pilgrim,  steam-yacht, 
mentioned,  143. 

Busk,  Joseph  R.,  defends  the  cup  when  not  a 
citizen  of  the  United  States,  85  j  serves  on 
America's  cup  committee,  1885,  93  ;  serves  on 
America's  cup  committee,  1889,  1325  letter  to, 
by  Lord  Dunraven,  on  deed  of  gift,  134,  135  ; 
represents  N.  Y.  Y.  C.  on  Valkyrie  111.  in 
second  cup  race,  167  j  as  owner  of  Mischief, 
named  in  record  of  America's  cup  races,  372. 

Butler,  Gen.  B.  F.,  buys  the  America,  41  ; 
races  her,  42,  43  j  requests  timing  of  America 
in  cup  race  of  Aug.  12th,   1876,  Si. 

Bverly  &  Son,  as  builders  of  Palmer,  mentioned, 
66. 

Calypso,  schooner,  in  the  America's  cup  race, 
^  1870,  53. 

Cambria,  schooner,  wms  from  Sappho,  46  ;  wins 
ocean   race  from   Dauntless,    1870,    50  j  prestige 

84  ] 


INDEX 


of,    51  j    description  of,    51  j   is  defeated  in  first  Coates,   George,  as  part  owner  of  Thistle,  men- 
challenge     race     for     the     America's    cup,    52-  tioned,  115. 

55  J  joins    N.     Y.     Y.     C.    cruise,    56  j   is    de-  Coates,  James,    as  part  owner    of   Thistle,    men- 

feated  by  Magic  off  Newport,  56  j   is  defeated  by  tioned,  115. 

Palmer,    57  ;  is  defeated  by   Idler,  57  •   loses  to  Coates,  William,  as  part  owner  of  Thistle,  men- 
Palmer  in  race  for  schooners  off  Newport,  57  j  tioned,  115. 

is  defeated  by  Phantom  and  Madeleine  off^  New-  Coffin,     Capt.      Roland     F.,     yachting    writer, 

port,    57  i  wins  a  subscription  cup  off*  Newport,  description  by,  of  cup  race  of  Oct.   l8th,  1871, 

57  J  is  defeated  by  Sappho  off^  Sandy  Hook,  57  j  66  ;  incident  related  by,  regarding  an  episode  in 

last  race  ot,  in  American  waters,  57  ;  is  defeated  Havre  regatta,  74. 

by  Dauntless,  575  losses  of,  attributed  to  heavy  rig,  Coleman,  Walter  &   Sons,  block-makers,   men- 

57  J    career    of,    173}    record    of,    in    America's  tioned,  350. 

cup    races,    372  ;    see    also    list    of   illustrations.  Colonia,  cutter,  is   ordered  as  a  cup  defence  vessel, 

138;  owners  of,    139;    description  of,    139  j  is 


Camilla,  see  America,  40. 

Canada,  winner  of  Canada's  cup,  mentioned,  200. 

Canadian  attempts  to  win  the  cup,  reference  to,  92. 

Canadian  Challengers,  mentioned,  173. 

Canfielh,  A.  Cass,  serves  on  the  America's  cup 
committee,  1S95,  iS3i  serves  on  special  com- 
mittee to  mark  cup  contestants  at  water-line,  165  ; 
is  a  governor  of  Newport  Y.  R.  A.,  1901, 
227. 

Cape  May  Challenge  Cup,  conditions  under  which 
it  is  held,  376-377. 

Capes,  William,  as  builder  of  Maria,  sloop,  men- 
tioned, 8. 

Carey,  estate  of  Henry  Astor,  is  part  owner  of 
Vigilant,  139. 

Carroll,  Royal  Phelps,  enters  protest  in  race  for 
Brenton  Reef  cup  between  Navahoe  and  Uritan- 
nia,  204;  is  a  governor  of  Newport  Y.  R.  A., 
1901,  226,  227. 

Cakter,  Capt.  John,  is  sailing-master  of  Genesta, 

lOI. 

Center,  Robert,  serves  on  America's  cup  com- 
mittee, 1 88 1,  83  ■  designs  Volante,  cutter,  945 
builds  Vindex,  first  American  metal  yacht,  94  ; 
interests  A.  Cary  Smith  in  design,  99. 

Ckntre-board  Yachts,  provisions  made  for  chal- 
lenges by,  in  deed  of  gift,  1887,  129;  Valkyrie 
H.  causes  abandonment  of,  tor  America's  cup 
races,  149  5  type  is  objected  to  in  proposed  Arrow- 
Mayflower  match,  1S87,  125,  126. 

Chamberlavne,  Tanker VI li.e,  owner  of  cutter 
Arrow,  invites  challenges  from  American  sloops, 
125  J  objects  to  centre-boards,   125,   126. 

Chapin,  Chester  W.,  as  part  owner  of  Vigilant, 
mentioned,  139. 

Choate,  Hon.  Joseph  H.,  is  counsel  for  C. 
Oliver    Iselln,    in    inquiry    on    Dunraven   charges, 

187. 

Chubb,  Percy,  races  Vigilant  as  a  yawl,  141. 

Clara,  cutter,  is  imported,  1885,  137  j  mentioned, 
140,  200. 

Clark,  George  C,  as  part  owner  of  Vigilant, 
mentioned,  1  39, 

Clark,  John,  commodore  Royal  Clyde  Y.  C,  as 
part  owner  ot  Thistle,  mentioned,  115. 

Clark,  Kenneth,  buys  cutter  Distant  Shore  and 
names  her  Kariad,   178. 

Clark,  Louis  M.,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for  Law- 
son  prizes,    300. 

Clark,  William,  as  part  owner  of  Thistle,  men- 
tioned, III- 

Clarke,  A.  D.,  as  owner  of  Satanita,  cutter,  men- 
tioned, 172. 

Coates,  Andrew,  as  part  owner  of  Thistle,  men- 
tioned, 115. 


»5 


[  385  ] 


first  keel  vessel  built  for  cup  defence,  1 39  j 
sailing-master  of,  139;  mentioned,  140;  makes 
a  dead  heat  with  Vigilant,  on  allowance,  in  first 
trial  race,  141  j  is  faulty  in  windward  work,  141  j 
is  third  in  second  trial  race,  141,  1425  racing 
length  of,  142  J  is  second  in  third  trial  race, 
142  J  reasons  for  weakness  of,  in  windward 
work,  143  J  is  altered  to  a  schooner  and  renamed 
Corona,  143  ;   see  also  list  of  illustrations. 

Columbia,  schooner,  is  reserved  with  three  others 
tor  cup  defence,  1871,  66  ;  description  of,  66  j 
defeats  Livonia  Oct.  l6th,  1871,  66  j  defeats 
Livonia  Oct.  18th,  1871,  66  j  mentioned,  70  j 
is  pressed  into  service  for  cup  race,  Oct.  19th, 
1871,  71  ;  is  not  in  shape  for  racing,  71  ;  loses 
flying-jib  stay,  and  steers  hard,  71  j  is  disabled, 
and  beaten  by  Livonia,  725  is  at  line  Oct.  2isl, 
1S71,  72  ;  accompanies  racers,  72  ;  holds  record 
for  fast  time  in  a  cup  match,  237  j  record  time 
of,  referred  to,  268  ;  record  of,  in  America's  cup 
races,  372;  see  also  list  of  illustrations. 

Columbia,  cutter,  mentioned,  1375  is  ordered  by 
J.   Pierpont   Morgan,   as  a  defender  of  the  cup, 

201  ;  dimensions  of,  202  j  is  a  finer  Defender 
in  model,  202  j  is  launched,  202  ;  shows  supe- 
rior speed  in  first  trial  against  Defender,  202  ;  is 
considered  handsomest  yacht  afloat,  202  ;  is 
commanded  by  Charles   Barr,  202  •   is  dismasted, 

202  J  wins  the  Astor  cup,  1899,  203;  defeats 
Defender  in  a   close  race   to    Vineyard    Haven, 

203  J  defeats  Defender  in  a  special  race,  203  ; 
defeats  Defender  in  trial  races,  203  ;  is  formally 
selected  to  detend  the  cup,  204  ;  official  measure- 
ments of,  for  match  with  Shamrock  1.,  2065 
allowance  of,  to  Shamrock  L,  207 ;  fails  to 
make  a  race  with  Shamrock  L  on  seven  con- 
secutive race  days,  207-209  ;  defeats  Sham- 
rock I.  in  first  race  for  the  cup,  1899,  209  \  has 
a  sail-over  in  second  race  for  cup,  210;  defeats 
Siiamrock  I.  in  last  race  for  cup,  211- 
214  J  is  again  in  commission,  in  1901,  218-; 
comparison  of  model  of  Constitution  with,  219  ; 
is  in  charge  of  E.  D.  Morgan,  224 ;  sailing- 
master  of,  224  J  has  a  Scandinavian  crew,  224  ; 
defeats  Vigilant  and  Ailsa,  yawls,  off  Glen  Cove, 
224  ;  defeats  Constitution  at  their  first  meeting, 
off  Newport,  226  ;  Is  disabled,  226  ;  is  measured 
for  Newport  Y.  R.  A.  races,  226  j  is  defeated  by 
Constitution  in  first  Y.  R.  A.  race,  228  ;  is 
defeated  bv  Constitution  in  second  race,  228  ; 
defeats  Constitution  and  Independence  in  third 
Newport  Y.  R.  A.  race,  230;  races  of,  against 
Constitution,  in  N.  Y.  Y.  C.  cruise,  231,  232  ; 
wins  the  Astor  cup  race  from  Constitution,  232  ; 
defeats     Independence     in     first     race,     Newport 


INDEX 


Y.  R.  A.  second  series,  233  ^  wins  by  a  close 
margin  from  Independence  in  a  record-making 
race,  236  •  fastest  time  of,  in  1901  cup  matches, 
mentioned,  237  ;  time  of  in  final  race  against 
Independence  mentioned,  2375  is  beaten  by 
Constitution  in  four  Larchmont  Y.  C.  races  in 
light  weather,  238,  239  ;  defeats  Constitution  in 
first  Sewanhalca-Corinthian  Y.  C.  race,  239  j 
finishes  alone  in  second,  239  ;  wins  first  trial 
race  from  Constitution,  239  ;  is  disqualified  in 
second  trial  race,  240  ;  is  again  selected  to  de- 
fend the  cup,  240,  241  ;  management  of,  con- 
trasted with  that  of  Constitution,  242,  243  j 
summary  of  season's  races  of,  244  ;  is  docked 
before  cup  race  at  South  Brooklyn,  255  ^  official 
measurements  of,  2565  leads  Shamrock  II.  in 
unfinished  race  at  their  first  meeting,  257-259  ; 
wins  by  a  small  margin  over  Shamrock  II. 
in  first  race  for  the  America's  cup,  1901,  260- 
264;  third  meeting  of  with  Shamrock  II.  re- 
sults in  no  race,  263  5  defeats  Shamrock  II.  in 
second  race  for  the  America's  cup,  264-267  ; 
average  speed  of,  per  mile,  in  second  cup  race, 
267  J  fast  time  of,  in  last  race  with  Independ- 
ence, referred  to,  268  ;  gain  of,  over  Sham- 
rock II,,  in  three  cup  races,  271  j  is  outsailed 
by  Shamrock  II.  in  final  cup  race,  but  wins  on 
allowance,  268-27 1  i  match  of,  with  Shamrock 
I.,  mentioned,  2S8,  289  j  mentioned,  290,  303, 
307,  309,  311,  312,  316,  323,  330;  race  of, 
against  Independence  August  3d,  1901,  described, 
355-360;  record  of,  in  America's  cup  races, 
373  ;  see  also  list  of  illustrations. 

Comet,  see  Thistle,  173. 

CoMSTocK,  Anprew,  salling-master  of  Magic,  sails 
Columbia,  (schooner),  Oct.   19th,  1871,  71. 

CoMsTocK,  Nelson,  is  mate  of  the  America,  12; 
is  sailing-master  t)f  Columbia  (schooner),  71. 

Constance,  schooner,  trial  proposed  for,  with 
the  America,   20;   is  in  R.  Y.    S.    regatta,   23, 

Constitution,  cutter,  is  built  for  cup  defence, 
218,  219  ;  dimensions  of,  219  ;  construction  of, 
described,  220-222  ;  trials  of,  222,  223  j 
owners  of,  223  ;  is  managed  by  W.  Butler  Dun- 
can, 223  j  sailing-master  of,  223  ;  is  dismasted, 
223  -J  is  officially  measured,  223  ;  length  of, 
compared  with  Defender  and  Columbia,  223  ;  pre- 
sents various  undesirable  features,  224  ;  earlier  dates 
for,  are  cancelled,  224  ;  is  defeated  by  Columbia 
in  their  first  r.icc,  226  ;  is  measured  for  races  of 
Newport  Y.  R.  A.,  226;  defeats  Columbia 
and  Independence  in  first  and  second  Newport 
Y.  R.  A.  races,  228  ;  is  defeated  by  Columbia  in 
third  Newport  Y.  R.  A.  race,  230;  races  of, 
against  Columbia  on  N.  Y.  Y.  C.  cruise,  231, 

232  ;  is  defeated  in  Astor  cup  race  by  Columbia, 
232;  statement  by  W.  Butler  Duncan  concern- 
ing, 232  ;  is  taken  to  Bristol  for  change  in  sails, 

233  ;  wins  four  Larchmont  Y.  C.  races  from 
Columbia  in  light  weather,  238,  239  ;  loses  first 
Seawanhaka-Corinthian  Y.  C.  race  to  Colum- 
bia, 239  ;  is  withdrawn  in  second,  239  •  goes  to 
Bristol  for  finil  overhauling,  239  j  is  defeated  in 
first  trial  race  by  Columbia,  239  5  is  driven  off" 
tlie  line  by  Columbia  in  second  trial  race,  240  ; 
is  given  race  after  disqualification  of  Columbia, 
240  ;  is  rejected  as  a  cup  defender,  241  ■  failure 
nf,  is  much  discussed,  241  j   criticism  of  manage- 


ment of,  242,  243  •  sails  of,  a  reproach,  243  ; 
is  laid  up  at  New  London,  244 ;  summary  of 
season's  races  of,  244 ;  mentioned,  290,  291 , 
30^,  303,  307,  309*  311,  312,  316,  323,  330, 
367  ;  see  also  list  of  illustrations. 

Cora,  sloop,  mentioned,  78. 

Corona,  schooner,  is  flagship  of  N.  Y.  Y.  C, 
143;   mentioned,  241.      (See  also  Colonia. ) 

Corsair,  steam-yacht,  flagship  N.  Y.  Y.  C,  1899, 
mentioned,  204  ;  is  in  patrol  fleet  at  cup  races, 
1899,  206. 

CowEs  Roads,  see  Hst  of  illustrations. 

Cranfielp,  Capt.  William,  is  sailing-master  of 
Valkyrie  II.,  145  ;  is  sailing-master  of  Valkyrie 
III.,   161. 

Crocker,  Capt.  Aubrey,  is  sailing-master  of 
Puritan,  98. 

Crowninshield,  Bowdoin  B.,  is  named  as  designer 
of  Independence,  292  ;  mentioned,  295,  297, 
298,  302,  307,  310  J  is  in  charge  of  Independ- 
ence on  trip  around  Cape  Cod,   325. 

CuTHBERT,  Capt.  Alexander,  designs  and  builds 
Countess  of  Dufferin,  first  Canadian  challenger 
for  the  America's  cup,  76  ;  receives  inspiration 
from  American  models,  78  j  consoles  himself 
philosophically  atter  the  cup  races,  82  ;  encounters 
financial  difficulties,  82  ;  takes  Countess  of  Duf- 
ferin back  to  lakes,  82  ;  is  given  credit  for  pro- 
ducing a  fast  schooner,  82  j  is  again  heard  from 
as  a  challenger,  82,  83  j  designs  and  builds  the 
sloop  Atalanta,  second  Canadian  challenger,  83; 
is  not  discouraged  by  defeat  of  Atalanta,  88  ; 
announces  intention  of  trying  again  with  Atalanta, 

88  -J  models  of  challengers  designed  by,  not  in  N. 
Y.  Y.  C.  model  room,  88  ;   credit  belonging  to, 

89  ;  as  owner  of  Atalanta  named  in  record  of 
America's  cup  races,  372. 

CuTHBERT,  Alexander  G.,  son  of  Capt.  Cuthbert, 
and  yacht  designer,  mentioned,  88. 

CuTHBERT,  Annie,  sloop,  mentioned,  78. 

Cutters,  first  vessel  to  have  cutter  rig,  34  ;  type 
in  favor  in  England,  92  ;  make  deep  impression 
on  minds  of  Americans,  94 ;  combination  of 
type  with  sloop.  94  ;  first  American,  94  ;  differ- 
ence in,  and  sloop,  95. 

Dauntless,  schooner,  ocean  race  of  Cambria  with, 
is  proposed,  49  ;  description  of,  50  ;  is  defeated 
by  Cambria  in  ocean  race,  50  ;  is  in  America's 
cup  race  1870,  53,  54,  55  ;  defeats  Cambria  off 
Sandy  Hook,  57  }  wins  Douglas  cup  off  Sandy 
Hook,  57  ;  loses  topmast  off  Newport,  57  ; 
meeting  on  board  of,  to  consider  second  Ashburj' 
challenge,  63  j  is  reserved  with  three  other  vessels 
for  cup  defence,  1871,  66;  is  disabled  before 
race  of  Oct.  19th,  1871,  71  j  hands  from,  sent 
aboard  Columbia,  71  ;  is  at  line  Oct,  21st,  1S71, 
72  ;  accompanies  racers,  72  \  defeats  Livonia  in 
private  match,  73  j  losing  of  Brenton  Reef  cup 
by,  to  Genesta,  mentioned,  376  •  defeat  of,  by 
Gencsta,  for  Cape  M.ay  cup,  mentioned,  377  ; 
see  also  list  of  illustrations. 

Day,  Thomas  Fleming,  editor  of  T/ie  Rudder, 
expresses  hope  the  cup  might  go  abroad,  244, 
245  J   gives  cause  of  dismasting  of  Shamrock  II., 

Dr  Luze,  Louis  P.,  civil  engineer,  testifies  at  Dun- 
raven  inquiry,  to   trim  of  Defender,   190. 
Decie,  H.  E.,  buys  the  America,  40. 

86  ] 


INDEX 


Deed  of  Gift,  see  "  America's  tup,"  and  **  New 
York  Yacht  Club." 

Deer  Isle,  Me.,  supplies  first  Yankee  crew  em- 
ployed in  defence  of  cup,  157. 

Defender,  cutter,  is  ordered  by  a  N.  Y.  Y.  C. 
syndicate  as  a  cup  defence  vessel,  156  j  is  first 
keel  boat  to  defend  the  cup,  1565  description 
and  dimensions  ot,  156  j  saving  in  weight  in,  by 
use  of  aluminum,  156}  is  not  strong  structur- 
ally, I  56  J  is  favored  throughout  career,  157; 
is  rebuilt  in  iii99,  157  j  deterioration  of,  through 
galvanic  action,  1 57  ;  short  career  of,  157  } 
construction  of,  justified,  1^7;  model  of,  a  re- 
sult of  evolution,  lS7i  '^  '''^'"*  Ilritish  vessels, 
157;  is  sailed  by  Capt.  "Hank"  Haft",  1575 
is  given  first  sailing  trial,  157;  outsails  Colonla, 

157  J  spars  and  sails  of,  unsatisfactory,  157  ;  prac- 
tice races  of,  against  Vigilant,  productive  of  fric- 
tion,   157,    158  ;    meets  with    minor   accidents, 

158  J  protests  against  handling  of,  by  Vigilant, 
158;  meets  Vigilant,  Volunteer  and  Jubilee  on 
N.  Y.  Y.  C.  cruise,  1585  Vigilant  withdrawn 
from  contests  with,  1585  is  disabled  in  Goelet 
cup  race,  158;  foul  of,  by  Valkyrie  HI.,  men- 
tioned, 159;  defeats  Jubilee  In  an  individual  race, 

160  J  grounds  on  a  sandbar,  160;  meets  Vigilant 
in  trial  race,  160  j  has  a  mishap,  160 ;  goes 
aground  at  Bristol,  160  j  receives  a  new  mast 
and  steel  boom  and  gatf,  160;  defeats  Vigilant 
in  second  trial  race,  160  j  claimed  not  to  be 
structurally    weak,    160  j   wins   third    trial    race, 

161  ;  conditions  for  races  of,  with  Valkyrie  HI., 
signed,  163  j  dimensions  of,  from  official  meas- 
urements, 163  ;  defeats  Valkyrie  III.  in  first 
cup  race  of  1895,  165,  i66j  is  remeasured  with 
Valkyrie  HI.,  166;  is  fouled  by  Valkyrie  HI. 
before  start  of  second  cup  race,  167  ;  is  defeated 
after  foul  by  Valkyrie  III.,  which  Is  later  dis- 
qualified, 168,  169  ;  photographs  of,  during 
foul,  as  evidence  on  protest,  1695  has  a  sail- 
over  in  third  race,  Valkyrie  HI.  withdrawing, 
'7^»  '73  )  conditions  of  match  with  Valkyrie 
III.  mentioned,  177  ;  carries  85  tons  of  lead  in 
keel,  189  ;  testimony  at  Dunraven  hearing  rela- 
tive to  trim  of,  190  ;  reference  to  cost  of,  201  ; 
is  practically  rebuilt  as  a  trial  vessel  for  Columbia, 

202  ;    is  defeated   by  Columbia   in  a  special   race, 

203  ;  is  defeated  by  Columbia  in  close  race  to 
Vineyard  Haven,  203  ;  is  defeated  by  Columbia 
for  the  Astor  cup,  1899,  203  j  is  defeated  by 
Columbia  in  trial  races,  203  ^  comparison  of 
model  of  Constitution  with,  219  ;  mentioned, 
241  J  match  of,  with  Valkyrie  III.,  mentioned, 
277  J  is  unfit  to  serve  as  a  trial  vessel  for  Inde- 
pendence, 1901,  32.4;  mentioned,  335;  record 
of,  in  America's  cup  races,  373  ;  see  also  list  of 
illustrations. 

Dewey,  George,  Admiral  U.  S.  N.,  is  on  list  of 
honorary  members  N.  Y.  Y.  C,  1901,  286. 

Denny,  William  &  Brother,  as  bvdlders  of 
Shamrock  II.,  mentioned,  246. 

Depau,  Louis  A.,  is  an  original  member  N.  Y. 
Y.  C,  2. 

DicKERSON,  John  S.,  as  owner  of  Madeleine,  men- 
tioned, 79  ;  serves  on  America's  cup  committee, 
1S87,  119  i  as  owner  of  Madeleine,  named  in 
record  of  America's  cup  races,  372. 

Distant  Shore,  cutter,  named  in  challenge  for  the 
America's  cup  from  Charles  Day   Rose,    1895, 


[  387] 


177  J  designed  by  Watson,  178  j  ultimately 
built  as  Kari.id,   17X. 

Douglas,  William  P.,  owner  of  Sappho,  cup  is 
offered  by,  57;  cuts  James  Ashlniry  at  Havre, 
74  J  is  part  owner  of  Priscilla,  1885,  995  offers 
cups  for  schooners  and  single-masted  vessels, 
1885,  106  J  as  owner  of  Sappho  mentioned  in 
record  of  America's  cup  races,    372. 

Dreadnaught,  schooner,  accompanies  racers  Oct. 
2ist,  1871,  725  wins  the  Cape  May  cup,  3775 
is  defeated  for  Cape  May  cup  by  Idler,  377. 

Dreamer,  steam-yacht,  mentioned,  328  j  as  con- 
sort of  Independence  mentioned,  335  i  mentioned, 

356,  35X- 

DkEXEL,  John  R.,  is  a  governor  of  Newport 
Y.  R.  A.,  1901,  227. 

Dufferin  and  Ava,  MARguis  OF,  is  on  list  of 
honorary  members,  N.   Y.  Y.  C.  in  1901,  285. 

Dukkerin,  Countess  of,  schooner,  first  Canadian 
challenger,  is  built,  76  j  arrives  in  N.Y.,  77,  de- 
scription of,  77  J  is  criticised  by  salt-water  sailors, 

78  ■  is  an  American  model,  78  ;  joins  Brenton 
Reefeup  racers,  79  5  is  docked  at  Port  Richmond, 

79  ps  in  charge  of  Capt.  *' Joe  "  Elsworth,  795 
is  defeated  by  Madeleine,  81,  82  ;  career  of,  82  ; 
mention  of  photograph  of,  88  ;  model  of,  not  in 
N.Y.Y.C.  model  room,  88  •  record  of  in  Amer- 
ica's cup  races,  372  j  see  also  list  of  illustrations. 

Duncan,  W.  Butler,  is  manager  of  Defender  as  a 
trial  vessel  for  Columbia,  202  ^  is  manager  of 
Constitution,  223  ;  makes  statement  regarding 
Constitution,  232  5  is  blamed  for  failure  of  Con- 
stitution, 241  ;  represents  the  N.  Y.  Y.  C.  on 
board  Shamrock  II.  in  cup  races,  257  j  men- 
tioned, 322  J  regrets  he  cannot  start  Constitution 
in  Indian  Harbor  Y.  C.  race  against  Independ- 
ence,   329. 

Dunraven,  Earl  of,  challenges  for  the  America's 
cup,  132;  asks  for  five  races,  132;  challenge 
of,  fails  of  confirmation  by  the  R.  Y.  S.,  133  ; 
letter  of,  embodying  objections  of  EngHsh  yachts- 
men to  deed  of  gift,  134,  135  j  second  challenge 
of,  for  the  America's  cup,  135,  136;  conces- 
sions obtained  by,  incorporated  in  second  chal- 
lenge, 136;  revival  in  yacht  designing  follows 
second  challenge  of,  137  ;  conditions  secured  by, 
from  N.  Y.  Y.  C,  145  ;  ritlcs  of,  141;  ;  makes 
a  statement  concerning  the  cup  races  of  1893, 
151  J  begins  correspondence,  looking  to  a  third 
challenge  for  the  cup,  153;  wishes  to  race  off 
Marblehead,  1535  is  granted  privilege  of  racing 
with  fastest  British  yacht,  153  ;  requests  modi- 
fied conditions,  153  j  third  challenge  (1895)  of, 
is  received,  i  54  j  asks  reduction  of  ten-months' 
notice,  1 54  ;  argues  in  favor  of  one-gun  start, 
154,  155  ;  controversy  under  challenge  of,  re- 
garding custody  of  the  cup,  155;  challenge  of,  is 
accepted,  155  ;  ten-months'  notice  is  changed  to 
eight-months',  1555  associates  of  in  ownership 
of  Valkyrie  HI.,  161  j  signs  agreement  to  con- 
ditions for  Defender-Valkyrie  HI.  races,  163  ; 
suggests  possibility  of  fraud  in  measurement  of  cup 
contestants,  164 ;  requests  that  cup  contestants 
be  marked  at  water-line,  1 64  ;  request  of,  that 
vessels  be  marked  at  water-line,  is  acted  on,  165  j 
charges  that  Defender  sailed  first  cup  race  on 
more  than  measured  length,  166  j  remeasure- 
ments  of  cup  contestants  in  accordance  with 
request   of,    166  j   accompanied  by  daughters  on 


INDEX 


Valkyrie   III.    in    second    cup    race,    167  ;    lays 
blame    of    foul    on     Defender,    169;    declines   to 
resail   races,    170;   refuses  to   finish   series  unless 
guaranteed    clear   course,    1 70,    I71  ;    refuses   to 
withdraw   threat    not    to    sail,    172;    withdraws 
from  cup  races,  172  ;  is  at  tiller  of  Valkyrie  II. 
when    she    is  sunk    by  Satanita,    1 72  ;    excerpts 
from   report  of,    to   Royal    Yacht   Si|uadron,   on 
cup  races,    I  73-176}   no  cause  for  complaint  of, 
that  he  did   nut  receive   fair   play    in   cup  races, 
176;  attitude  of,  a  disappointment,  177;  charges 
of  fraud  by,  arouse  indignation,   I  79  j   charges  of, 
printed    in    the    London    Fields     179;    returns    to 
England  and  repeats  charge  of  fraud,  i  79-1 81  ; 
expresses  willingness  to  appear  before  committee  of 
inijuiryofN.  Y.  Y.  C,  182;   base  of  claim  made 
by,  that  he  was  denied  opportunity  to  prove  fraud, 
1S4;   repeats  charges  against  N.  Y.  Y.  C.  in  a 
speech  at  Cardiff,  1S4,  185  ;   inijuiry  into  charges 
of,  begins,  187  ;  docs  not  attempt  to  prove  charges 
at    incjuiry,     187;     puts    onus    of    publicity    on 
N.   Y.   Y.   C,   187;   reasons  of,   for  publishing 
charges   are    set    forth    by    counsel,    187,    1S8; 
testimony  of,   at   hearing,    not  conclusive,    188, 
189;     cross-examination     of,    by    Mr.    Choate, 
I91-193  ;     decision    t)f    committee     of    inquiry 
that  charges  of,    h.id  their  origin    in    a  mistake, 
1 94  J   is   expected    to    make    apology   to   N.    Y. 
Y.  C,  195  ;   is  not  sustained  in    England,  195  j 
makes  no  apology,  195  ;  re-argues  his  case,  191;  ; 
is  asked  to  resign,  195  ;   offers  resignation,  but  is 
expelled,    196,    197;   hearing  on  charges  of,  re- 
ferred to,  277,  279  ;  as  owner  of  Valkyrie  II., 
and  part  owner  of  Valkyrie  III.,  named  in  record 
of  America's  cup  races,  373. 
DupoNT,    torpedo-boat,    is    in    patrol   fleet    at    cup 

races,  1S99,  206. 
DuRVEA,   Herman    B.,  is  a  governor  of  Newport 
Y.  R.  A.,  1901,  227. 

Eastern    Yacht    Club,    prominent   members   of, 
build    Puritan,    98  ;    Puritan   wins  in   regatta  of, 
1885,    98;   fund  of,  to  Edward   Burgess,    138  j 
defence  of  cup  by,  mentioned,  363. 
Eable,  Joseph  P.,  as  part  owner  of  Gracie,  sloop, 
mentioned,  84  ;   writes  to  the  press  on  rejection 
of  Gracie  for  cup  defence,  85. 
Eclipse,  cutter,  is  in  R.  Y.  S.  regatta,  23. 
Edgar,  William,  is  an  original  member  of  N.  Y. 

Y.  C,  2. 
Edson  Manufacturing  Co.,  manufacturers  steer- 
ing gears,  mentioned,  350. 
Edward  VII.,   King  of  England,  as  commodore  of 
R.  Y.  S.,  mentioned,  175  as  owner  of  Brittannia, 
cutter,  mentioned,  203  ;   is  on  board  Shamrock 
when  that  vessel  is  dismasted,  247  ;   is  on  list  of 
honorary  members,  N.  Y.  Y.  C.  in  1901,  285  j 
reference  to  friendship  of  (when  Prince  of  Wales), 
for  Sir  Thomas  Lipton,  287,  2S8  ;   influence  of, 
£iils  to  secure  admission  of  Sir  Thomas  Lipton  to 
the   Royal    Yacht    Squadron,    290  j    mentioned, 
363. 
Electra,  steam-yacht,  mentioned,  333,  356,  357. 
Ellis,  Ralph   W.j  correspondence  of,  as  secretary 
Newport  Y.  R.  a.,  with  Thomas  W.  Lawson, 
321-324. 
Elmina,  schooner,  mentioned,  31^(1. 
Elsworth,  Capt.  "Joe,"  is  pilot  of  Countess  of 
Dufferin,  79  j   mentioned,  109. 


designer    of    Atlantic,    sloop, 


[  388  ] 


Elsworth,     Philip, 
mentit)ned,  J09. 

Enchantress,  schooner,  accompanies  racers,  Oct. 
2lst,  1S71,  72  ;  takes  the  Cape  May  cup  on  a 
sail-over,  377. 

Erin,  steam-yacht,  convoys  and  tows  Shamrock  1. 
on  Atlantic  voyage,  204  ;  is  in  patrol  fleet  at 
cup  races,  1899,  206  ;  social  festivities  on  board 
of,  214;  conveys  King  Edward  VII.,  to  Sham- 
rock II.,  247  ;  convoys  and  tows  Shamrock  II. 
on  Atlantic  voyage,  249,  250  ;  mentioned,  288. 

EusTis,  W.  E.  C,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for 
Lawson   prizes,    300. 

Evans,  Capt.  Roblev  D.,  U.  S.  N.,  is  placed  in 
clurge  of  government  patrol  fleet  at  cup  races, 
1899,  206  ;  is  on  list  of  honorary  members 
N.   Y.  Y.  C,  1901,  2S6. 

Everett,  Dr.  William,  mentioned,  125. 

Evre,  W.  J.,  as  owner  of  Atalanta,  sloop,  men- 
tioned, 88. 

Fanny,  sloop,  mentioned,  117. 

Fay,  J.  C.  &  Company,  .is  builders  of  Valkyrie  I., 

mentioned,  132. 
Fernanpe,  schooner,  is  in  R.  Y.  S.  regatta,  23,  24. 
Fife,    William,    Jr.,    as    designer    of   Clara    and 
Minerva,  mentioned,   137  ;   as  designer  of  Ailsa, 
mentioned,    141;    designs    Shamrock   I.,    200; 
biographical  sketch  of,    200  ;   is  put  aside  by  Sir 
Thomas  Lipton  after  defeat  of  Shamrock  I.,  216. 
Fish,  Latham  A.,  is  part  owner  of  Atlantic,  sloop, 
109  ;    serves    on  committee    to   change   deed  of 
gift,  128  ;  serves  on  America's  cup  committee, 
1889,  132  ;  serves  on  America's  cup  committee, 
'''95>    153;   Lord   Dunraven  makes  charge  to, 
implying    fraud,     i65;     is    mentioned     in    Lord 
Dunraven's  charge,    180,  181  ;   testimony  of,  at 
hearing  on  Dunraven  charges,  188,  189  ;  text  of 
memorandum    made   by,    relative  to  Lord   Dun- 
raven's  request  for  remcisurement,  I  89. 
Fish,     Capt.      Robert,      yachting      skipper     and 

modeller,  mentioned,  50,  99. 
Fleetwinc,  schooner,  is  in  ocean   race,  46  ;   is  in 

America's  cup  race,  1870,  53. 
Flint,    Charles    R.,   as    part    owner    of   Gracie, 
sloop,    mentioned,    84 ;    writes    to    the   press  on 
rejection  of  Gracie  for  cup  defence,  85  ;   is  part 
owner  of  Vigilant,  139. 
Forbes,  J.   Malcolm,   as  part  owner  of  Puritan, 
mentioned,    95;   is  owner    of   Volunteer,.  1 24  ; 
replaces  August  Belmont  on  America's  cup  com- 
mittee,   1 90 1,    241  ;  as   part   owner  of  Purita/i 
named  in  record  of  America's  cup  races,  372. 
Forbes,   Capt.    R.    B.,  joins  first    N.    Y.    Y.   C. 

cruise,  2. 
Forbes,  W.  H. 

tioned,  96. 
FoRTUNA,  schooner,  defeats  the  America,  43. 
Foster,    C.    H.  W.,   is  on    Independence   on    trip 

around  Cape  Cod,  325  ;  mentioned,  356. 
Freak,  cutter,  is  in  R.  Y.  S.  regatta,  23,  25. 
Fremont,  J.  C,   Lieut.-Commander    U.  S.  N., 
is  in  command  torpedo-boat  division,  patrol  fleet, 
at  cup  races,  1899,  206. 
Froude,  Prof.  William,  designer  of  model-testing 

tank,  mentioned,  252. 
Fulton,   E.    M.  Jr.,  as  part    owner  of  Vigilant, 
mentioned,   139. 


as  part  owner  of  Puritan,   men- 


INDEX 


Gage,  Hon.  Lvman,  secretary  of  treasury,  first 
enforces  law  for  keeping  clear  courses  in  cup 
matches,  206. 

Galatea,  cutter,  challenge  in  behalf  of,  for  the 
America's  cup,  92  ;  races  asked  for  in  Si-ptcm- 
ber,  1S85,  92  J  arrives  trorn  Kiigland,  109-  joins 
N.  Y.  Y.  C.  cruise,  109  j  is  not  considi-red  by 
Americans  equal  to  Genesta,  110  j  description, 
of,  iioj  popular  interest  in,  iioj  is  defeated 
by  MayHower  in  cup  races,  III-I14;  winters 
in  America,  1886-7,  114;  races  in  1887, 
with  indifferent  results,  114;  Lieut.  Henn  chal- 
lenges to  race  her  around  Bermuda,  114^  men- 
tioned, 115  i  sails  fur  England,  125  j  terms  of 
races  with,  referred  to  by  N.  Y.  Y.  C,  132; 
becomes  a  houseboat,  173  j  record  of,  in  Anier- 
ica's  cup  races,  373  j  sec  also  list  of  illustrations. 

Gardner,  John  L.,  as  part  owner  of  Purit;m, 
mentioned,  96. 

Gardner,  William  Amory,  is  owner  of  May- 
flower in  1901,  110  J  is  part  owner  of  Pilgrim, 
140. 

Gav,  William  O.,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for  Law- 
son  prizes,  300  ;  as  owner  of  Athene,  sloop, 
mentioned,  325. 

Genesta,  cutter,  challenge  in  behalf  of,  for  the 
America's  cup,  92  ;  races  asked  for  in  August, 
1885,  925  arrangements  for  match  with,  pro- 
gress smoothly,  93;  arrives  at  N.  Y.,  100; 
description  of,  100;  difference  of,  from  Puritan, 
lOi  ;  defeats  best  English  cutten,  loi  ;  Ameri- 
can comment  on,  lot  j  is  led  by  Puritan  on 
first  meeting,  101  ;  is  fouled  by  Puritan,  loi  j 
meets  Puritan  third  and  fourth  times  without 
results,  102  ;  is  defeated  by  Puritan  in  cup  races, 
102-105  j  niakes  a  fine  showing  in  last  cup 
race,  105  ^  wins  Bennett-Douglas,  Brenton  Reef 
and  Cape  May  cups,  106  ;  returns  to  England, 
106  J  mentioned,  107,  i  i  5  jis  deteated  by  Thistle, 
1887,  117  ;  terms  of  races  with,  referred  to  by 
N.  Y.  Y.  C,  132;  final  race  of,  against  Puri- 
tan mentioned,  148  ;  is  broken  up,  173  j  men- 
tioned, 250  ;  record  of,  in  America's  cup  races, 
372  J  winning  of  Brenton  Reef  cup  by,  men- 
tioned, 376;  resigns  Brenton  Reef  cup  to  Bri- 
tannia, 376  -J  winning  of  Cape  May  cup  by, 
mentioned  377  j  see  also  list  of  illustrations. 

Gerry,  Elbridge  T.,  serves  on  the  America's  cup 
committee,  1887,  119  ;  serves  on  committee  to 
change  deed  of  gift,  128  j  serves  on  the  America's 
cup  committee,  1 8S9,  132;  is  governor  of  New- 
port Y.  R.  A.,  1901,  2265   mentioned,  333. 

Gherardi,  Bancroft,  Rear-Admiral  U  .S.  N., 
is  on  list  of  honorary  members,  N.  Y.  Y.  C, 
1901,  285. 

Gifford,  Maj.  Charles,  challenges  to  sail  for  the 
America's  cup,  with  Countess  of  Dufferin,  76  ; 
asks  that  six-months'  notice  be  waived,  76  ;  asks 
if  one  or  more  vessels  will  be  sent  against  Coun- 
tess of  Dufferin,  77;  asks  postponement  of  races, 
79  ;  share  of,  in  Countess  of  Duflerin  is  sold, 
82  J  as  part  owner  of  Countess  of  Dufferin, 
mentioned  in  record  of  America's  cup  races,  372. 

Gimcrack,  schooner,  N.  Y.  Y.  C.  is  founded  on 
board   of,   2. 

Globiana,  forty -six-footer,  description  of,  137; 
record  of  in  first  season,  i  37  ;  mentioned,  i  38  j 
reference  to  model  of,  139  j   mentioned,  157. 


GoDDARD,  William  G.,  offers  cup  for  special  race 
between   Columbia   and   Defender,  203. 

Gooding,  Capt.  George  H.,  commands  cutter 
Windom  in  patrol  fleet  at  cup  races,  1899, 
206. 

Gipsy  Queen,  schooner,  isinR.  Y.  S.  regatta,  23, 
24. 

GiTANA,  schooner,  defeats  the  America,  43. 

Glennie,  Arthur,  rear  connnodore  of  Royal  Ports- 
mouth Y.  C,  is  on  Valkyrie  HL,  1895,  167. 

GoELET  Cup,  is  won  by  Bedouin,  1883,  99-  is 
won  by  Puritan,  1885,  99-  is  won  by  May- 
flower, 1886,  109  }  is  won  by  Volunteer,  1887, 
117;   how  long  sailed  for,  377. 

GoELET,  Ogden,  character  of  cups  offered  by, 
377- 

Gondola,  schooner,  a  match  for,  against  the  Amer- 
ica is  proposed,  22. 

Gould,  George  J.,  fits  out  Vigilant  as  a  trial-vessel 
for  Defender,  157. 

Gracik,  sloop,  wins  Ashi)ury  cup  off  Newport,  56  ; 
is  in  first  trial  race,  i88i,  84;  is  rejected  as  cup 
defender,  84,  85  ;  is  at  line  and  again  rejected, 
86  ;  goes  over  course  with  racers,  87  j  see  also 
list  of  illustrations. 

Graham,    Sir    Bellingham,   visits  the   America, 

»7- 

Gkanbv,  Sheppard,  serves  on  the  America's  cup 
committee,    1871,  63. 

Grant,  General  U.  S.,  visit  of,  to  Cambria  men- 
tioned, 58. 

Grant,  Richard,  secretary  R.  Y.  S.,  sends  chal- 
lenge of  Dunraven  for  the  America's  cup,  132. 

Gray,  Francis,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for  Law- 
son  prizes,  301. 

Gray,  William,  as  part  owner  of  Puritan,  men- 
tioned, 96. 

Grayling,  schooner,  mentioned,    109. 

Greeley,  H.,  advises  against  racing  the  America, 

>4- 

Gresham,  revenue  cutter,  is  in  patrol   fleet  at  cup 

races,    1899,    206. 
Grew,  Henry  S.,   2d.,  serves  on  a  committee  in 

Hull-Massachusetts  Y.   C.   to  arrange  races   for 

Lawson  prizes,  301. 
Grinnell,    Moses    H.,    serves  on   America's  cup 

committee,    1871,  63. 
Griswuld,    Chester,  serves  on    regatta  committee 

of  N.   Y.  Y.  C,    166. 
Guinevere,  schooner,  mentioned,  74. 

Haight,  Charles  Coolidge,  serves  on  the  Amer- 
ica's cup  committee,    1887,   119. 

Haight,  Gilbert  L.,  serves  on  the  America's  cup 
committee,   1887,    119. 

Hall,  Capt.  David  A.,  is  in  command  cutter 
Onondaga  at  cup  races,  1899,  206. 

Hall,  J.  Prescott,  presides  at  dinner  to  John  C. 
Stevens  and  associates,   26. 

Haff,  Capt.  Henry  Clayton,  is  selected  to  sail 
Volunteer,  117;  mention  of  career  of,  117;  is 
sailing-master  of  Colonia,  1893,  139  j  is  sailing- 
master  of  Defender,  1895,  157  i  claims  Defender 
was  properly  sailed  in  disputed  start  against  Vigi- 
lant, 1  59  ;  is  at  wheel  ot  Defender  when  fouled 
by  Valkyrie  HI.,  1675  testifies  at  hearing  on 
Dunraven  charges,  189;  testimony  of,  at  Dun- 
raven  inquiry,   regarding    weights   on    Defender, 

89  ] 


INDEX 


191  J     is   sailing-master  of  Independence,   274; 
mentioned,    301,    304,    351,    356,    357,     358, 

Halcyon,  schooner,  is  in  America's  cup  race,  1S70, 
53  ;  is  in  race  for  schooners  off  Newport,  57. 

Hamilton,  Col.  James  A.,  represents  George  L. 
Schuyler  in  racing  the  America,  17.  j  letter  of  to 
Lord  Desart,  20  ;  standing  of,  30  ;  notes  ofj  on 
courtesies  received  in  England,  31,  325  excerpts 
from  *'  Reminiscences"  oi\  14,  18,  26,  27,  31, 

34-  ... 

Hansen,    Capt.    William,    is    saihng-master    of 

Vigilant,  1893,   139. 

Harvey,  John,  as  designer  of  Muriel,  cutter, 
mentioned,  95  j  as  designer  of  Bedouin,  cutter, 
mentioned,  99. 

Hathokne  &  Steers,  ship-building  firm  of  George 
Steers,  mentioned,  4,  5. 

Hemenway,  Augustus,  as  a  part  owner  of  Puritan, 
mentioned,  96. 

Henderson,  B.  D.,  is  Lord  Dunraven's  representa- 
tive on  Defender,  167. 

Henderson,  D.  and  W.  &  Co.,  as  builders  of 
Thistle,  mentioned,  115;  as  builders  of  Val- 
kvrie  H.,  mentioned,  145  j  as  builders  of 
Valkyrie  HI.,  mentioned,    161. 

Henn,  William,  Lieutenant  R.  N.,  owner  of  Gala- 
tea, challenge  in  behalf  of,  is  received  by  the  N.  Y. 
Y.  C,  92  J  challenge  of,  is  definitely  accepted  by 
N.  V.  Y.  C,  107;  crosses  Atlantic  on  Galatea, 
1095  biographical  sketch  of,  109}  is  ill  during 
second  cup  race,  1886,  ii2;  request  of,  fur 
shorter  course,  not  granted,  112  5  meets  defeat 
with  good  nature,  1145  is  popular  with  Ameri- 
cans, 114;  challenge  of,  to  race  around  Ber- 
mudas not  taken,  114  ;  racing  of,  for  America's 
cup  has  true  spirit  of  sport,  114;  reference  to, 
171  ;  as  owner  of  Galatea,  named  in  record  of 
America's  cup  races,   373. 

Henrietta,  schooner,  wins  ocean   race,  46. 

Herreshokf,  Nathaniel  G.,  biographical  sketch 
of,  137  ;  produces  Navahoe,  Vigilant  and  Colo- 
nla,  13SJ  sails  Vigilant  in  cup  races,  1893, 
I  39  ;  contempt  of,  tor  the  public,  144  ;  no  one 
found  in  1895  to  take  chances  against,  in  design- 
ing a  cup  defender,  156  ;  designs  and  builds  De- 
fender, 156;  uses  aluminum  freely,  156;  puts 
unsatisfactory  sails  and  spars  on  Defender,  157  ; 
lack  of  correct  information  about  boats  built  by, 
163  ;  testifies  at  inquiry  on  Dunraven  charges, 
1895  is  given  an  order  to  design  and  build  Colum- 
bia as  a  cup  defence  vessel,  201  ;  aims  at  great 
secrecy  in  building  Columbia,  201,  202  ;  designs 
and  builds  Constitution  as  a  cup  defence  vessel, 
21  8,  219;  sails  made  by,  for  Constitution,  severely 
criticised,  243  ;  is  much  chagrined  over  Consti- 
tution's rejection,  2445  mentioned,  298,  302, 
366. 

Hi  BBS,  Frank  W.,  assistant  naval  constructor, 
testifies  in  Dunraven  inquiry,  to  trim  of  De- 
fender,  190. 

Higginson,  F.  L.,  as  part  owner  of  Puritan, 
mentioned,  96. 

Hildegarde,  schooner,  is  placed  at  disposal  of  Mr, 
Lawson  as  trial  vessel  for  Independence,  324. 

Hildegard,  sloop,  is  in  trial  race,  188 1,    84. 

Hilliarp,  J.  B. ,  as  part  owner  of  Thistle,  men- 
tioned, 115. 

Hobson,    Richmond    Pearson,    naval    tonstructor. 


[ 


reference    by,  to    use  of   alumuium    in    Defender, 

156. 

Hodges,  C.  E.,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for  Law- 
son  prizes,  301. 

Hogarth,  Capt.  Archie,  is  sailing-master  of 
Shamrock  I.,  204. 

Holmes,  Dr.  Oliver  Wendell,  excerpt  from  letter 
of,  on   Volunteer's  victory,  125. 

Hone,  Robert  S.,  serves  on  the  America's  cup 
committee,  1871,  63. 

Hooper,  James  R.,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C.  to  arrange  races  for  Law- 
son  prizes,  300. 

Hopkins,  Dr.  Barton,  as  part  owner  of  Vigilant, 
mentioned,    i  39. 

Horton,  Rev.  E.  A.,  mentioned,  125. 

Horton,  Edward  N.,  is  on  Independence  on  trip 
around  Cape  Cod,  325. 

HovEV,  Henry  S.,  as  part  owner  of  Puritan,  men- 
tioned, 96. 

Hull-Massachusetts  Y.  C,  prizes  offered  by 
Thomas  W.  Lawson  for  races  under  auspices  of, 
in  1 90 1,  300;  committee  ot,  on  same,  300, 
301  j  waives  right  to  cup  if  defended  by  Inde- 
pendence, 319;  Independence  is  enrolled  in,  as 
her  only  club,   328. 

Hutchinson,  Charles  C,  dealer  in  nautical  instru- 
ments, mentioned,  350. 

Hyslop,  John,  measurer,  N.  Y.  Y.  C,  men- 
tioned, 2  ;  builds  Petrel,  cutter,  1876,  94  ; 
mentioned,  163  j  testifies  at  inquiry  on  Dunraven 
charges,  189;  measures  90-footcrs  at  Newport, 
1901,    226  j   measures  Columbia   and  Shamrock 

II.,  256. 

Idler,  schooner,  defeats  the  America,  425  is  in 
the  America's  cup  race,  1870,  53-555  de- 
feats Cambria,  57;  is  In  race  for  schooners  off 
Newport,  57  ;  is  in  Brenton  Reef  cup  race, 
1876,  79;  wins  Brenton  Reef  cup,  376;  wins 
Cape  May  cup,  377. 

Independence,  cutter,  building  of,  mentioned,  2195 
is  launched,  224  ;  proves  fast,  224  j  has  accident 
to  balance  rudder,  224  ;  balance  rudder  of,  is 
taken  out,  2.25  j  mast  is  cut  down,  225  ;  breaks 
her  steering  gear,  225  5  receives  hard  usage 
rounding  Cape  Cod,  225  j  is  docked  at  New 
London,  225  ;  great  interest  in,  at  Newport, 
226  ;  is  measured,  226  ;  is  sluggish  in  first  race 
off  Newport  and  badly  beaten,  227,  228  ;  is  de- 
feated in  second  Newport  Y.  R.  A.  race,  228  ;  is 
lightened  by  removal  of  lead,  228  ;  sails  a  fine  race 
after  losing  topmast,  229,  230  ;  proves  to  have 
raced  leaking,  231  5  is  docked  at  New  London 
for  alterations  and  repairs,  231  ;  steers  badly  and 
loses  first  race,  second  series,  Newport  Y.  R.  A., 
233  ;  is  fouled  by  Columbia  in  second  race, 
second  series,  Newport  Y.  R.  A.,  234;  sails  a 
brilliant  race,  234,  235;  makes  record  time  at 
reaching  in  fastest  race  ever  sailed  by  90-footers, 
234-236  J  loses  by  40  seconds,  236;  fast 
time  in  final  race  of,  mentioned,  237  ;  is  praised 
for  fast  reaching,  237  ;  has  no  opponents  for 
Indian  Harbor  Y.  C.  races,  237  j  is  not  invited 
to  sail  in  Larchmont  Y.  C.  races,  237,  2385 
returns  to  Boston  and  is  broken  up,  238  ;  sum- 
mary of  races  of,  244  ;  fast  time  of,  in  last  race, 
referred  to,  268  j   first  steps  toward  building  of, 

90  ] 


INDEX 


reviewed,   2925  quick  work  in  preparations  for     Jameson,  W,  G.,  amateur   manager  of  Shamrock 


building  of,  300  ;  public  controversy  concerning 
status  of,  300  J  naming  of,  3015  mentioned, 
301,  302,  303,  307,  308,  309,  310,  311, 
313.  315*  316,  317,  3J8,  320;  is  given 
extra  races  by  Newport  Y.  R.  A.,  321  ;  men- 
tioned, 321,  322,  323,  324;  reference  to  early 
career  of,  324  ;  effort  to  secure  Defender  as  a 
trial  vessel  for,  324-  Jubilee  is  offered  as  a  tna! 
vessel  for,    324  j   proves    deficient    in    structural 


II.,  is  in  charge  when  vessel  is  dismasted,  247. 

Jarvis,  SriNsoN,  declare?  deed  of  gift  illegal,  362. 

Jay,  John  C,  Is  an  jriginal  member  of  N.  Y. 
Y.  C,  2. 

Jones,  P'rank  Bowne,  as  chairman  of  Indian 
Harbor  Yacht  Club  regatta  committee  invites 
Independence  tu  sail  in  a  special  race  for  90-foot- 
ers,  329  J  is  obliged  to  announce  cancellation  of 
the  event,  329,  330. 


strength,   and    develops   leaks,    325  •    is  docked     Jubilee,   fin-keel    cutter,    is  produced    in    Boston, 


through  courtesy  of  Hon.  John  D.  Long  and 
Admiral  William  T.  Sampson,  325  ;  career  of, 
blighted  by  hard  usage  in  trip  around  Cape  Cud, 
325;  character  of  damages  sustained  by,  3265 
character  oi  repairs  made  on,   at   New  London, 

326  ;  sails  first  Newport  races  with  fin  full  of 
water,    326  ;   heavy  torce-pump  is   installed    on, 

327  J  character  vi  worst  leaks  in,  327  ;  charac- 
ter of  repairs  made  on  second  hauling  out  at  New 
London,  327  ;  hull  of,works  badly  in  final  races 
at  Newport,  327  ;  is  managed  in  first  and  second 
series  of  races  by  Charles  Francis  Adams,  2d 
and  Dr.  John  Bryant,  respectively,  328  ;  name 
of,    does    not    appear    in    any  shipping    register, 

328  ■  is  enrolled  in  but  one  club,  328  j  facts 
demonstrated  by  racing  of,  330 ;  reasons  for 
breaking  up  of,  330  j  is  in  commission  only 
three  months,  330,  331  ;  disposition  of  mate- 
rials in,  330,  331  ;  career  of,  dispels  many 
fallacies  and  re-establishes  some  truths,  333  ;  de- 
tails of  construction  and  cost  of,  335-352  ;  dates 
of  signing  contract  for,  and  laying  down,  com- 
pletion, etc.,  of,  336;  text  of  contract  and 
specifications  for,  336-339  j  dimensions  of,  339; 
last  race  of,  as  described  by  A.  G.  McVey  and 
John  R.  Spears,  355-360  j  press  comments  on 
barring  of,  363-369;  see  also  list  of  illustra- 
tions. 

Indian  H.irbor  Yacht  Club,  proposed  special 
races  by,  for  90-footers,  in  1 90 1 ,  abandoned, 
237  5  is  forced  to  abandon  special  races  for  90- 
footers,  329. 

loNE,  schooner,  is  in  R.  Y.  S.  regatta,  23. 

Irex,  cutter,  mentioned,  loi  ;  description  of,  loi  ; 
thought  better  than  Genesta,  loi  ;  Is  defeated 
by  Thistle,  1887,  117;  defeats  Genesta  for  Cape 
May  cup,  377. 

Isle  of  Wight,  course  around,  criticised,  27. 

IsELiN,  C.  Oliver,  Is  part  owner  of  Vigilant,  139  ; 
makes  no  claim  to  popularity,  144 ;  is  part 
owner  of  Defender,  i  56  ;  calls  statements  that 
Defender  is  structurally  weak  '*  absurd,"  160; 
is  in  charge  of  Defender  when  fouled  by  Valkyrie 
III.,  167  J  protests  Valkyrie  111.  for  fouling 
Defender,  168,  169  ;  protest  of,  is  sustained, 
169  ;  proposal  of,  to  sail  disputed  race,  declined 
by  Lord  Dunraven,  169,  i  70  j  asks  authority  of 
regatta  committee  to  cross  line  in  final  cup  race, 
173  ;  letter  of,  to  N.  Y.  Y.  C,  on  Dunraven's 
charges,  179;  is  present  with  counsel  at  inquiry 
on  Dunraven  charges,  187  j  arranges  with  Sir 
Thomas  Lipton  for  changes  in  conditions  of  cup 
match,  1899,  204  J  serves  on  the  America's 
cup  committee,  1900— 1901,  217;  sells  interest 
In  Columbia  to  E.  D.  Morgan,  224 ;  as  part 
owner  of  Defender,  named  In  record  of  Ameri- 
ca's cup  races,  373. 


138  ;  owner  of,  139  j  description  of,  139,  140; 
sailing-master  of,  140  j  meets  with  accident  on 
day  of  first  trial  race,  140;  Is  second  In  second 
trial  race,  141  ;  racing  length  of,  142  ;  sails 
third  trial  race  with  broken  gaff-jaw,  142  ;  is 
fourth  in  race,  142  j  is  laid  up  at  South  Boston, 
143  J  proves  not  to  have  been  properly  rigged, 
143  ;  is  lengthened,  and  sails  in  N.  Y.  Y.  C. 
cruise,  1895,  158;  is  last  in  Goelet  cup  race, 
1585  is  defeated  by  Defender  In  an  individual 
race,  160;  retires  from  racing  and  is  laid  up, 
160  5  reference  to  cost  of,  295  j  is  unfit  to  serve 
as  a  trial  vessel  for  Independence,  1 901,  324; 
see  also  list  of  illustrations. 


Kane,  S.  Nicholson,  serves  on  regatta  committee 
of  N.  Y.  Y.  C,  166  ;  serves  on  America's 
cup  committee  N.  Y.  Y.  C,  1900-1901,  217. 

Kane,  Woodbury,  Is  a  governor  of  Newport 
Y.  R.  A.,  1901,  227. 

Kariad,  cutter,  is  designed  by  G.  L.  Watson,  as 
Distant  Shore,  178;  dimensions  of,  178. 

Kellev,  J.  D.  Jerrold,  yachting  writer,  on  effect 
of  tlie  America's  model,  36,  37  j  on  affection 
of  cadets  for  the  America,  41  ;  describes  first 
challenge  race  for  the  America's  cup,  52— 
55;  reference  of,  in  *' American  Yachts,"  to 
Mr.  Ashbury's  claims,  69. 

Kelly,  Hugh  C,  honorable  secretary  Royal 
Ulster  Y.  C,  serves  on  committee  presenting 
challenge  of  Sir  Thomas  Lipton,  200  ;  repre- 
sents Roy.iI  Ulster  Yacht  Club  on  Columbia, 
1899,  207. 

Kemp,  Arthur  T.,  Is  a  governor  of  Newport 
Y.  R.  A.,  1901,  227. 

Kemp,  Dixon,  advises  Mr.  Ashbury,  63. 

Kenealy,  Capt.  a.  j.,  yachting  writer,  men- 
rioned,  35  ;  description  by,  of  incident  following 
Puritan-Genesta  foul,  102. 

Kersey,  H.  Maitland,  gives  out  a  statement 
from  Lord  Dunraven,  151  ;  Is  on  Valkyrie  IH. 
in  second  cup  race,  1895,  167  ;  informs  N.  Y. 
Y.  C.  Lord  Dunraven  Is  willing  to  appear  before 
its  committee  of  inquiry,  182. 

King,  Charles,  president  Columbia  College,  pro- 
poses toast  at  dinner  to  John  C  Stevens  and 
associates,  26. 

Kingsland,  Commodore  G.  L.,  as  owner  of 
Alarm,  schooner,  mentioned,  42. 

KiRBY,  David,  builds  Pocahontas,  sloop,  84. 

Kortright,  Gouverneur,  serves  on  committee  to 
change  deed  of  gift,  12S  ;  serves  on  America's 
cup  committee,  1889,  132  ;  ser\'es  on  America's 
cup  committee,  1895,  153. 

Krebs,  William,  serves  on  America's  cup  com- 
mittee, 1  SSi,  83  ;  serves  on  America's  cup 
committee,  1887,  119;  serves  on  America's  cup 
committee,  1889,  132. 

[391] 


INDEX 


Lapthokne,  EnwiN,  sailmaker,  mentioned,  lOO, 
lol. 

Larchmont  Yacht  Club,  Independence  not  in- 
vited to  enter  races  of,  for  90-footers,  137; 
record  of  Columbia  and  Constitution  in  races  of, 
238,  239  J  is  influenced  to  bar  Independence 
from  its  special  race  for  90-footers,  328,  329. 

Laverock,  cutter,  meets  the  America,  16. 

Lawley,  George  &  Son,  as  builders  of  Puritan, 
mentioned,  97  ;  as  builders  of  Mayflower,  men- 
tioned, 107;  lengthen  Volunteer,  124;  as  builders 
of  Jubilee,  mentioned,  139  ;  are  given  contract  to 
build  Independence,  295  ;   mentioned,  297,  300, 

335>  336,  339>  348.  349,  35'- 

Lawrence,  Abbott,  American  minister  to  England, 
witnesses  the  R.  Y.  S.  regatta,  24. 

Lawson,  Thomas  W.,  builds  a  yacht  called  Inde- 
pendence, 219;  issues  statement  concerning 
condition  of  Independence,  231  ;  is  asked  to  sub- 
scribe ;5lo,ooo  to  Boston's  cup-defence  fund, 
292  J  raises  the  subscription  to  ^40,000,  293  ; 
agrees  to  pay  for  the  vessel  in  full,  293  j  position 
of,  on  cup  defence  defined,  293  ;  secures  opinion 
of  Gen.  Paine  on  rights  in  cup  defence,  294  ; 
mentioned,  295  ;  issues  a  statement  on  building 
of  a  cup-defence  vessel  in  Boston,  296;  receives 
a  call  from  a  committee  of  the  N.  Y.  Y.  C, 
who  asks  his  "intentions"  in  cup-defence  mat- 
ters, 298  ;  warns  the  public  against  misleading 
stories,  299  ;  denies  that  he  will  give  his  yacht 
Independence  to  a  N.  Y.  Y.  C.  member,  300  ; 
announces  that  he  will  offer  her  for  cup  defence, 

302  ;  states  he  would  sink  Independence  rather 
than  sail   her  by  subterfuge  in   the  cup's  defence, 

303  ;  stand  of,  is  endorsed  by  the  press,  303  ; 
commendatory  editorial  expression  on  stand  of, 
303-306  ;  correspondence  of,  with  the  New 
York  Yacht  Club,  regarding  Independence,  307- 
313;  analysis  by,  of  correspondence  between 
himself  and  New  York  Yacht  Club,  313-315; 
statement  by,  again  atfirming  Independence  would 
not  be  transferred,  315-317;  position  of,  mis- 
represented in  the  press,  317  ;  adheres  to  resolve 
not  to  transfer  Independence,  318;  correspond- 
ence of,  with  Newport  Y.  R.  A.,  relative  to 
Independence's  races,  321-324;  mentioned,  356, 
358,  360,  361  ;  press  comment  on  stand  of, 
363-369. 

Lawton,  Newbury  D.  ,  as  part  owner  of  Atlantic, 
sloop,  mentioned,  109. 

Laycock,  Frederick,  as  owner  of  Valhalla,  steam- 
yacht,  mentioned,  179. 

Leach,  Sir  Georhe,  vice-president  Y.  R.  A., 
mentioned,  56  ;  writes  on  sportsmanship  of 
N.  Y.  Y.  C,  65,  66;  reference  by,  to  final 
race  between  Vigilant  and  Valkyrie  II.,  149. 

Lepyard,  L.  Cass,  as  commodore  N.  Y.  Y.  C, 
mentioned,  2;  flagship  of,  mentioned,  143; 
offers  resolution  at  N.  Y.  Y.  C.  requesting  Lord 
Dunraven's  resignation,  195;  takes  place  of 
Commodore  J.  P.  Morgan  on  America's  cup 
committee,  1899,  204;  serves  on  America's 
cup  committee,  1900-1901,  217;  correspond- 
ence of,  as  commodore  N.  Y.  Y.  C,  with 
Thomas  W.  Lawson,  relative  to  qualifying  Inde- 
pendence   to    defend     the    America's    cup,    307- 

3n- 

Leeds,  Herbert  C,  testifies  at  Dunraven  inquiry, 
to  trim  of  Defender,   191. 

[3 


Lennox,  Lord  and  Lady  Algernon  Gordon,  are  on 
Valkyrie  II.  when  she  is  run  down  in  the  Clyde, 
172. 
Lester,  C.  E.,  assistant  secretary,  Newport  Y.  R. 

A.,  mentioned,  324. 
LippiTT,  Henry  F.,  serves  on  the  America's  cup 
committee,  1898-1899,  199  j  represents  New 
York  Yacht  Club  on  Shamrock  L,  207. 
LiPTON,  Sir  Thomas  J.,  merchant  and  knight, 
challenges  for  the  America's  cup,  198  j  standing 
of,  198  J  text  of  challenge  from,  200  ;  asks  little 
and  is  well  considered,  201  ;  secures  permission 
from  N.  Y.  Y.  C.  to  tow  Shamrock  I.  on 
voyage  across  Atlantic,  204  ;  has  conference 
with  Mr.  Iselin,  regarding  change  in  conditions 
of  cup  match,  204  j  announces  intention  to  send 
a  second  challenge  for  the  cup,  2145  requests 
change  in  starts  and  time  limit,  217  j  request  of 
for  one-gun  start  denied,  218  ;  first  season  of,  as 
a  challenger  counted  a  success  socially,  214, 
215  ;  announces  plans  for  second  attempt  to 
"lift  the  cup,"  216;  second  challenge  of,  is 
received,  216^  hope  expressed  in  an  American 
yachting  paper  that  he  wins,  244,  245  ;  asks  for 
one  month's  delay  in  races  owing  to  accident 
to  Shamrock  IL,  248  ■  receives  postpone- 
ment requested,  248  j  proposes  that  races  be 
sailed  every  day,  and  secures  provisional  agreement, 
264  J  expresses  keen  disappointment  in  Sham- 
rock IL,  268;  compares  designer  George  L. 
Watson  with  Herreshoff,  268  ;  makes  proposal 
to  challenge  again  with  Shamrock  IL  for  races 
in  1902,  271  ■  proposal  of,  is  rejected,  271  ; 
expresses  intention  of  challenging  a  third  time  for 
the  cup,  273  ;  how  appearance  of  as  a  challenger 
relieved  the  N.  Y.  Y.  C,  287;  reference  to 
career  of,  287  ;  complaisance  of,  as  a  challenger, 
289  ;  endeavors,  unsuccessfully,  to  join  the  Royal 
Yacht  Squadron,  290 ;  mentioned,  296  ;  ex- 
presses willingness  to  race  for  Lawson  cup  in 
Massachusetts  Bay,  501  ;  mentioned,  303,  3045 
does  not  race  in  Massachusetts  Bay,  320,  321  ; 
mentioned,  363,  365,  36(1,  368,  369  ;  as  owner 
of  Shamrock  I.  and  Shamrock  II.,  named  in 
record  of  America's  cup  races,  373  j  see  also  list 
of  illustrations. 
Livonia,  schooner,  second  challenger  for  the 
America's  cup,  is  built  at  Cowes,  59  j  descrip- 
tion of,  59  ;  area  of  sails  of,  59  ;  is  named  for 
province  in  Russia,  59;  arrives  in  New  York, 
62  •  masts  of,  are  reduced  to  cros*;  Atlantic,  63  ; 
four  vessels  are  reserved  to  Sail  against,  66  ;  is 
defeated  by  Columbia,  schooner,  Oct.  i6th,  1871, 
66  i  is  defeated  by  Columbia  Oct.  i8th,  1 871, 
66  •  method  of,  in  rounding  mark  in  cup  race 
of  (ict.  I  8lh,  I  87 1,  67,68;  wins  from  Colum- 
bia in  race  of  Oct.  19th,  1871,  72;  is  defeated 
by  Sappho,  Oct.  21st,  1871,  72,  73;  is  de- 
feated by  Sappho  in  final  cup  race  of  1 871 
series,  73  ;  is  defeated  by  Dauntless  in  private 
match,  73  ;  is  at  Havre  regatta,  74  ;  mentioned, 
76,  173  ;  fast  time  in  r.ice  of,  Oct.  i8th,  iS-^i, 
mentioned,  237,  268  •  record  ot,  in  America's 
cup  races,  372  ;  see  also  list  of  illustrations. 
Long,    Hon.  John    D.,    Independence    is    docked 

through  courtesy  of,   325. 
Luce,  Stephen    B.,    Rear-Admiral   V.  S.  N.,  is 
on    list    of    honorary    members    N-     Y.     Y.    C. , 
iQOi ,  285. 

92  J 


INDEX 


Lonsdale,  Lord,  as  part  owner  of  Valkj-rie   IIL, 

mentioned,   i6l. 
Lyons,    Martin,    Sandy  Hook    pilut,    mentioned, 

50. 

Madeleine,  schooner,  is  in  America's  cup  race, 
1870,  53  J  is  in  race  for  schooners  off  Newport, 
57  J  wins  Stuyvesant  cup  off  Sandy  Hook,  57  j 
is  selected  to  sail  against  Countess  of  Dufferin,  in 
cup  races,  1876,  79;  description  of,  79,  80  j 
defeats  Countess  of  Dufferin,  80,  81  j  record  of, 
in  America's  cup  races,  372;  wins  Brenton 
Reef  cup,  376;  see  also  list  of  illustrations. 

Madge,  cutter,  is  brought  to  America,  95  ;  de- 
scription of,  95  ;   races  won  by,  95  j   mentioned, 

137,  n^- 

Magic,  schooner,  is  in  America's  cup  race,  1870, 
53  J  is  in  race  for  schooners  off  Newport,  57  j 
wins  America's  cup  race  of  1870,  53-55;  de- 
scription of,  56  J  defeats  Cambria  ofl  Newport, 
56  J  is  offered  to  sail  a  cup  race  against  Livonia 
Oct  19th,  1871,  71  ;  record  of,  in  America's 
cup  races,  372  ;  see  also  list  of  illustrations. 

Mahan,  Capt.  Alfred  T.,  naval  expert,  joins 
N.  V.  Y.  C.  committee  of  inquiry  un  Dunraven 
charges,  184  ;  secures  services  of  government 
expert  in  Dunraven  hearing,  190;  is  on  list  of 
honorary  members  N.  Y.  Y.  C.,  1901,  285. 

Manning,  revenue  cutter,  is  flag-ship  of  patrol 
fleet  at  cup  races,  1899,  206. 

Maria,  sloop,  outsails  the  America,  8  j  descrip- 
tion of,  8  ;  see  also  list  ot  illustrations. 

Marconi  Wireless  Telegraphy,  system  is  first  used 
in  a  cup  match,  1899,  208. 

Marshall,  Wilson,  as  owner  of  Atlantic,  schooner, 
1 901 ,  mentioned,    1 1  o. 

Maud,  schooner,  see  Maria,  9. 

Maxwell,  J.  Rogers,  as  part  owner  of  Atlantic, 
sloop,  mentioned,  159. 

Mayflower,   sloop,    is   designed   for   cup    defence, 

107  ;  description  of,  107,  108  5  is  not  a  success 
at  first,  108  J   loses  first  tiiree   races  to  Puritan, 

108  ;  is  found  fault  with  by  public,  108  j  is 
knocked  down  off  Marblehead,  109;  wins  the 
Goelet  cup,  1095  defeats  Puritan,  Priscilla  and 
Atlantic  in  trial  races,  no  ;  is  selected  to  defend 
the  cup,  no;  career  of,  no;  defeats  Galatea 
in  cup  races,  111-114;  is  defeated  by  Volun- 
teer for  the  Goelet  cup,  1887,  117;  is  de- 
feated in  trial  races,  1887,  by  Volunteer,  119; 
mentioned,  124;  challenge  for,  to  sail  against 
cutter  Arrow,  is  made  and  withdrawn,  125; 
terms  of  races  of,  referred  to  by  N.  Y.  Y.  C, 
132;  mentioned,  144,  152;  mentioned,  335, 
363;  record  of,  in  America's  cup  races,  373; 
see  also  list  of  illustrations. 

McCalmont,    Capt.    Harry,   as    part  owner   of 

Valkyrie  UL,  mentioned,   161. 
McGiEHAN,  P.,   boat-builder,  mentioned,  78. 
McGildowny,  H.  M.,  serves  on  special  committee 

of  Royal   Ulster  Y.  C,  presenting  challenge  of 

Sir  Thomas  Lipton,   200 ;    replaces  Robert    C. 

Ure  as  representative  of  Royal   Ulster  Y.  C.  on 

Columbia  in  cup  races,   1901,  257. 
McKenzie,   torpedo  boat,   is  in  patrol  fleet  at  cup 

races,    1899,    206. 
McKiNLEY,    William,    President   of   the    United 

States,    death  of,    leads  to  postponement  ot  cup 

races  five  days,  255. 


McManus,  j.  H.  &  Son,  furnish  sails  of  Puritan, 

98. 

McVey,  a,  G.,  yachting  editor  Boston  IleralJ^ 
secures  an  opinion  from  General  Paine  on  ethics 
ot  cup  defence,  294 ;  reference  to  description 
by,  of  Independence's  last  race,  332  ;  description 
by,  of  last  race  of  Independence,  355-358  ;  ar- 
ticle by,  on  General  Paine's  opinion  im  Mr. 
Lawson's  rights  in  cup  defence,  361,  362. 

Measurement,  methods  of,  employed,  past  and 
present,  by  the  N.  Y.  Y.  C,  93  ;  question  of,  is 
important  in  Defender- Valkyrie  III.  races,  164. 

Memphis,  see  America,  40. 

Merchant,  T.  Le,  as  owner  of  Aurora,  cutter, 
mentioned  in  America's  cup  record,  372. 

Meteor,  see  Thistle,  173. 

MiNKRVA,  cutter,  is  imported,  1889,  137;  effect 
of  visit  of,  137  ;   mentioned,  157,  200. 

Minton,  Charles  A.,  secretary  N.  Y.  Y.  C, 
serves  on  America's  cup  committee,  1S71,  63  ; 
mentioned,  96. 

Mischief,  sloup,  is  in  trial  races,  1881,  84;  is 
selected  to  defend  the  cup,  85  ;  al'.owance  of,  to 
Atalanta,  85;  is  second  metal  yacht  in  America, 
85  ;  description  of,  85  ;  marks  important  point 
in  American  yacht  building,  85  ;  easily  defeats 
Atalanta  in  cup  races,  86-88  ;  mentioned,  99, 
117  ;  reference  to  cost  of,  201  ;  mentioned, 
335;  record  of,  in  America's  cup  races,  372; 
see  also  list  of  illustrations. 

Mohican,  steam-yacht,  brings  the  Thistle  syndicate 
from  Scotland,  118. 

MoNA,  cutter,   is  in   Y.  R.  S.  regatta,  23. 

Montant,  Jules  A.,  serves  on  America's  cup 
committee,  1885,   93. 

Montauk,  schooner,  mentioned,  109. 

Morgan,  E.  D.,  as  owner  of  Mayflower,  men- 
tioned, 119;  is  part  owner  of  Vigilant,  139  ; 
is  owner  of  Gloriana,  137  ;  is  part  owner  of 
Defender,  1 56;  serves  on  America's  cup  com- 
mittee, 1898— 1899,  119;  serves  on  America's 
cup  committee  1900—1 901,  217;  buys  C. 
Oliver  Iselin's  part  in  Columbia,  and  manages 
her,  224  ;  replaced  on  cup  committee  by  Archi- 
bald Rogers,  241  ;  informs  Ind"  .n  Harbor  Yacht 
Club  he  cannot  start  Columbia  in  special  race 
against  Independence,   329. 

Morgan  Iron  Works,  mentioned,  351. 

Morgan,  J.  Pierpont,  gives  N.  Y.  Y.  C.  land 
for  club-house  site,  2  ;  is  part  owner  of  Colonia, 
i^9!i»  139  i  serves  on  N.  Y.  Y.  C.  committee 
of  inquiry  on  Dunraven  charges,  182  ;  serves  on 
America's  cup  committee,  1898-1899,  199;  is 
ciiief  tiwner  of  Columbia,  201  ;  resigns  from  cup 
committee,  1899,  204  ;  serves  on  America's  cup 
ci>mmittee,  1901,  217;  takes  no  part  in  cup 
committee's  deliberations  on  selection  of  cup  de- 
tender,  241  ;  as  part  owner  of  Columbia,  named 
in  record  of  America's  cup  races,  373. 

Mosquito,  cutter,  defeats  the  America,  1852,  38  ; 
mentioned,  94. 

Mudhook  Yacht  Club,  accident  to  Valkyrie  H. 
at  regatta  of,  1  72. 

MuLHOLLANii,  JoHN,  sefves  on  special  committee 
of  R.  Y.  S.  on  America's  cup,  1889,  133. 

MuMM,  John,  as  builder  of  Volante,  cutter,  men- 
tioned, 94  ;  as  builder  of  Atlantic,  sloop,  men- 
tionej,  109. 

Muriel,  first  American  cutter,  description  of,  95. 

93] 


INDEX 


Narada,  steam-yacht,  mentioned,  356. 

NavahoEj  cutter,  first  large  yacht  built  by  Herre- 
bhuffs,  description  of,  138  j  is  raced  as  a  yawl, 
141  }  mentioned,  157,  wins  back  the  Brenton 
Reef  cup  from  Britannia,  204  j  races  as  a  yawl 
off  Newport,  233  i  mentioned,  356}  winning 
of  Brenton  Reef  cup  by,  mentioned,  3765  is 
sold  to  a  German  owner,  376  j  race  of,  against 
Britannia,  for  Cape  May  cup^  mentioned,  377. 

Newport  Yacht  Racing  Association,  is  re-organ- 
ized, 226  J  governors  of,  226,  227  j  regatta 
committee  of,  1901,  227  ;  influence  of,  in  racing 
of  1 90 1,  227  J  first  series  special  races  for  90- 
footers  under  direction  of,  begins,  227-230 ; 
second  series  special  races  for  90-footers  under 
direction  of,  233-2.37  ;  reference  to  races  of,  in 
1 90 1,  244  ;  reference  to  its  standing  in  1901, 
306,  307  5  refuses  to  bar  Independence  and 
arranges  extra  races  in  which  she  may  appear, 
321  J  correspondence  of,  with  Thomas  W.  Law- 
son,  321-324;  extends  courtesies  to  Mr.  Lawson, 
328;  sportsmanship  of,  appreciated  by  Independ- 
ence's owner,  officers  and  men,  328  j  men- 
tioned, 356. 

New  York  Yacht  Club,  history  of,  2  j  first  Corni- 
thian  regatta  of,  mentioned,  8  ;  accepts  the 
America's  cup  in  trust  and  invites  competition, 
45  ;  declines  to  sail  an  ocean  race,  48  j  fails  to 
arrange  a  match  with  Mr.  Ashbury,  1869,  49  ; 
declines  to  depart  from  rules  regarding  centre- 
board vessels,  50  j  sends  a  fleet  against  the  first 
challenger  for  the  America's  cup,  51  ;  builds  no 
vessel  to  meet  Livonia,  second  challenger  for  the 
America's  cup,  59  ;  accepts  George  L.  Schuyler's 
ruling  against  meeting  challengers  with  a  fleet, 
60;  holds  that  Mr.  Ashbury's  second  challenge 
is  from  Royal  Harwich  Y.  C,  61  ;  names 
committee  on  America's  cup,  1871,  63  j  a  prin- 
ciple of  sport  is  bid  down  by  committee  of,  63  ; 
ruling  of,  regarding  sailing  against  more  than  one 
club,  63  ;  resolves  to  meet  Mr.  Ashbury  as  rep- 
resentative of  Royal  Harwich  Y.  C.  only,  63  j 
offers  Mr.  Ashbury  seven  races,  64  j  refuses  to 
sail  against  Mr.  Ashbury  as  representative  of 
»>  Royal  Albert  Y.  C.,65  ;  America's  cup  com- 
mittee of,repeats  proposal  to  Mr.  Ashbury  for  seven 
races,  65  ;  comment  on  sportsmanship  of,  by 
Sir  George  Leach,  65,  66  ;  reserves  four  vessels 
to  sail  against  Mr.  Ashbury's  challenger  Livonia, 
66  ;  club's  regatta  committee  rules  against  Mr. 
Ashbury,  66-68  ;  report  of  club's  cup  committee 
on  race  of  Oct.  i  8th,  1871,  69,  70  5  makes  no 
reply  to  Mr.  Ashbury's  claim  to  winning  majority 
of  1871  races,  74  i  is  accused  by  Mr.  Ashbury 
of  "  unsportsmanlike  proceedings,"  74  ;  puts  on 
table  a  letter  from  Mr.  Ashbury,  74  ;  returns 
cups  offered  by  Mr.  Ashbury,  74  ;  considers  Ash- 
bury pamphlet  an  attack,  74  ;  protests  to  Royal 
Harwich  Y.  C.  against  language  of  Mr.  Ashbury, 
75  ;  lack  of  tact  on  part  of,  in  dealings  with  Mr. 
Ashbury,  75  ;  passes  judgment  on  Mr.  Ashbury  as 
a  gentleman,  75  ;  is  led  to  adopt  less  arbitrary 
attitude  toward  challengers,  76  ;  agrees  to  name 
but  one  defender,  77  ;  agrees  to  give  first  Cana- 
dian challenger,  Countess  of  Dufferin,  three  races, 
77  J  names  dates  and  courses,  77  j  declines  to 
postpone  races,  79  j  cruise  of,  1876,  begins,  79  ; 
names  Madeleine  to  meet  the  Canadian  chal- 
lenger,   79  i     races    sailed    under    direction     t)f, 

[  394  ] 


against  first  Canadian  challenger,  80-82  ;  re- 
ceives second  Canadian  challenge  for  the  Amer- 
ica's cup,  83  J  waives  six  months'  notice,  83; 
cup  committee  of,  asks  advice  of  flag  officers  on 
naming  a  defender,  83  ;  flag  officers  of,  advise 
liberal  interpretation  of  deed  of  gift:,  83,  84; 
Pocahontas,  first  vessel  built  for  cup  defence,  is 
ordered,  by  officers  of,  84  ;  club  selects  Mischief, 
sloop,  to  sail  against  Atalanta,  second  Canadian 
challenger,  81^  ;  club  rules  that  a  member  n<it  a 
naturalized  citizen  may  defend  the  America's  cup, 
85  J  races  under  direction  of,  against  Atalanta,  86, 
87  ;  returns  the  America's  cup  to  George  L. 
Schuyler,  and  has  it  reconveyed,  1882,  90  j 
sends  draft  of  cup  deed  of  1882  to  foreign  clubs 
and  invites  competition  under  it,  92 ;  receives 
challenges  for  Genesta  and  Galatea,  92  ;  accepts 
Genesta  challenge,  93  ;  provisionally  accepts  Gal- 
atea challenge,  93  ;  relations  of,  with  owners  of 
Genesta  and  Galatea  harmonious,  94  ;  appeals  to 
American  clubs  to  assist  in  cup  defence,  1S85, 
95,  96  ;  employs  for  cup  defence  in  Puritan  a 
vessel  flying  the  flag  of  a  non-member,  98  ; 
enters  Puritan  in  name  of  Gen.  Paine,  98  ; 
cruise  of,  1885,  mentioned,  99  ;  trial  races  under 
direction  of,  for  defence  of  cup,  1885,  99,  100; 
cup  races  under  direction  of,  1S85,  loi-ioq  ; 
gives  a  reception  to  Sir  Richard  Sutton,  and  elects 
him  to  honorary  membership,  105  ;  definitely 
accepts  Lieut.  Henn's  challenge,  1075  cup  de- 
fence sloops  in  club  cruise  of,  1886,  109;  trial 
races  under  direction  of,  1886,  i  lo  ;  club  selects 
Mayflower  to  defend  the  cup,  no;  races  for 
the  cup,  under  direction  of,  1886,  111-114; 
club  regatta  committee  declines  to  grant  Lieut. 
Henn's  request  tor  shorter  course,  112;  receives 
a  challenge  from  the  Royal  Clyde  Y.  C.  in 
behalf  of  Thistle,  116;  statement  of  cup  com- 
mittee of,  regarding  Thistle's  excess  of  load  water- 
line,  119  J  conference  at  club-house  regarding 
same,  120;  report  of  George  L.  Schuyler  to  cup 
committee  of,  in  Thistle  measurement  case,  121  ; 
last  race  is  sailed  on  inside  course  of,  122  ;  races 
for  cup  under  direction  of,  1S87,  123,  124; 
gives  a  reception  to  Messrs.  Bell  and  Watson, 
124;  receives  notice  from  Charles  Sweet  of  in- 
tention to  challenge  for  the  America's  cup,  126  ; 
appoints  a  special  committee  to  change  the  deed 
of  gift,  126;  declines  to  accept  resignation  and 
challenge  of  Charles  Sweet,  126;  orders  copy  of 
new  deed  sent  to  Royal  Clyde  Y.  C,  126  ;  re- 
ceives Royal  Clyde  Yacht  Club's  acknowledg- 
ment of  receipt  of  copy  of  deed  of  gift,  127; 
personnel  of  committee  to  change  deed  of  gift, 
128  J  as  trustee  for  America's  cup  changes  terms 
of  its  trust,  12.9  ;  criticisms  of  committee  on 
change,  129;  motives  for  change,  129,  130; 
modifies  the  deed  of  gift  by  resolution,  132  ;  re- 
ceives a  challenge  from  Lord  Dunij^ven  to  sail  for 
the  America's  cup,  and  appoints  a  committee  to 
act  thereon,  132;  is  informed  Royal  Yacht 
Squadron  cannot  accept  amended  deed,  133  ;  calls 
attention  of  Royal  Yacht  Squadron  to  possible  in- 
terpretation of  deed  of  gift,  133;  accepts  Lord 
Dunraven's  challenge,  137  ;  raises  a  fund  for 
Edward  Burgess,  138  ;  four  candidates  for  cup 
defence  meet  on  1893  cruise  of,  140  ;  trial  races 
under  direction  of,  1893,  140-143  ;  selects 
Vigilant    to    defend    the    cup,    1 43  ;    conditions 


INDEX 


accorded  Lord  Dunraven  by,  145  j  agrees  to 
a  one-gun  start,  145  j  races  for  the  cup  under 
the  direction  of,  1893,  145-150J  receives  a 
tiiird  challenge  from  Lord  Dunraven,  153  j  per- 
mits Lord  Dunraven  to  come  with  fastest 
British  yacht,  153;  refuses  to  consider  Lord 
Dunraven's  request  to  race  off  Marblehead,  1  53  ; 
refuses  to  again  employ  one-gun  start,  153  ;  re- 
ceives notice  from  R.  Y,  S.  that  it  accepts  deed  of 
gift  only  as  construed  by  N.  Y.  Y.  C,  155  ;  syn- 
dicate of  club  members  orders  Defender,  as  a  cup- 
defence  vessel,  1895,  156  ;  yachtsof  cup  class  in 
1895  cruise  of,  1585  Defender  and  Vigilant  meet 
under  club's  direction,  157-161  ;  regatta  com- 
mittee of,  decides  against  Vigilant  on  Mr.  Wil- 
lard's  protest  of  Defender,  1 595  conditions  of, 
for  races  between  Defender  and  Valkyrie  III., 
163  ;  is  requested  by  Lord  Dunraven  to  remea- 
sureand  mark  Defender  and  Valkyrie  III.,  164; 
appoints  special  committee  to  mark  cup  contest- 
ants at  water-line,  165  ;  races  for  the  cup  under 
the  direction  of,  1895,  165-168;  regatta  and 
cup  committees  of,  learn  of  charge  of  fraud  by 
Lord  Dunraven,  166  ;  members  of  regatta  com- 
mittee of,  in  1895,  166;  is  represented  by 
Latham  A.  Fish  on  Valkyrie  III.,  166;  is 
represented  by  J.  R.  Busk  on  Valkyrie  III.,  167J 
regatta  committee  of,  rules  in  fivor  of  Defender 
on  protest  lodged  against  Valkyrie  III.  for  foul- 
ing) '^9i  *^"P  committee  of,  declines  to  order 
protested  race  re-sailed,  170;  club  is  criticised, 
1 70  ;  receives  notice  from  Lord  Dunraven  that  he 
contemplates  withdrawing  from  races,  170,  171  j 
sends  special  committee  to  reason  with  Lord  Dun- 
raven, 172  J  references  to  club's  regatta  com- 
mittee, in  Lord  Dunraven's  report  to  the  Royal 
Yacht  Squadron,  173-176;  club's  committee 
on  America's  cup  replies  to  complaints  of  Lord 
Dunraven,  176;  receives  a  challenge  to  sail 
for  the  America's  cup  in  the  name  of  Charles 
Day  Rose,  which  is  withdrawn,  177;  club's 
committee  on  America's  cup  reports  on  1895 
races,  179  ;  club  is  addressed  by  C.  Oliver  Iselin 
on  Duni-aven's  charges,  181,  182;  club  appoints  a 
committee  of  inquiry  on  Dunraven's  charges, 
l8z;  club's  committee  of  inquiry  addresses  the 
R.  Y.  S.,  1S2;  assumptions  of  Lord  Dunraven 
distasteful  to,  184  ;  America's  cup  committee  of, 
denies  charges  of  Lord  Dunraven,  1S5,  186;  in- 
quiry by,  into  Dunraven's  charges  begins,  187; 
report  to,  of  committee  of  inquiry  on  Dunraven 
charges,  193,  194;  committee  of  inquiry  of,  re- 
plies to  a  statement  of  Lord  Dunraven,  195  ; 
resolution  in,  is  offered  requesting  Lord  Dunra- 
ven's resignation,  195;  is  withdrawn,  196; 
resolution  expelling  Lord  Dunraven  is  passed  with 
enthusiasm,  196,  197;  a  challenge  to  sail  for 
the  America's  cup  is  received  from  Sir  Thomas 
Li|.iton,  198^  199  ;  club  appoints  a  committee  to 
act  on  the  Lipton  challenge,  1 99  ;  bases  condi- 
tions for  match  on  those  accorded  Charles  Day 
Rose,  2,00  ;  cordial  relations  of,  with  Royal  Ulster 
Yacht  Club  committee,  201  ;  two  members  of, 
have  Columbia  built  fi^r  cup  defence,  201, 
202  ;  permission  is  granted  by,  to  Sir  Thomas 
Lipton  to  tow  Sliamrock  I.  on  voyage  across  die 
Atlantic,  204  ;  selects  Columbia  to  defend  the 
cup,  204  ;  members  secure  law  for  keeping  clear 
courses  in  cup  matches,  205  ;  races  under  direc- 


[  395  ] 


tion  of,  for  the  America's  cup,  1899,  207-214; 
receives  second  challenge  of  Sir  Tliomas  Lipton, 
216;  accepts  same,  217;  America's  cup  com- 
mittee of,  grants  request  of  Sir  Thomas  Lipton  for 
change  of  time  of  starts,  217  ;  denies  request  of 
Sir  Thomas  Lipton  for  one-gun  start,  218  ;  club 
selects  Columbia  to  defend  the  cup,  240,  241  ; 
changes  in  America's  cup  committee  of,  1901, 
241  ;  club  grants  one  month's  postponement  of 
races  to  Sir  Thomas  Lipton,  248  ;  agrees  to 
postponement  of  races  five  days  on  account  of 
death  of  President  McKinley,  255  ;  races  under 
direction  of,  for  the  America's  cup,  1901,  258- 
271  ;  club  declines  to  accept  a  challenge  for 
Shamrock  II.,  for  races  in  1902,  271  ;  is  criti- 
cised, 271-273  ;  reference  of  challenge  to,  by 
Charles  Sweet,  278  ;  method  of,  in  changing 
the  deed  of  gift  in  1887  described,  278;  modifi- 
cation of  1887  deed  of  gift  by,  mentioned,  279  ; 
gentlemen's  agreement  between  British  club's 
ostracizing  the,  279  ;  is  dominated  by  a  clique, 
which  seeks  to  offset  loss  of  prestige  by  securing 
new  challenges,  280  ;  how  siege  was  laid  to  the, 
by  mushroom  aristocracy,  284;  effect  of  mem- 
berehip  of  same  on  the,  284,  285  ;  ruling  of, 
that  only  members  can  defend  the  America's  cup, 
mentioned,  285  ;  analysis  of  membership  of,  in 
1901,  285-287;  ostracism  of,  by  British  clubs, 
mentioned,  288;  makes  much  of  Sir  Thomas 
Lipton  as  a  challenger,  288;  labors  in  1900  to 
secure  a  challenger  other  than  Sir  Thomas  Lipton, 
290  ;  rivalry  in  cup  defence  within  the  club  is 
suppressed,  291  ;  mentioned,  293,  294,  296, 
297  ;  committee  from,  calls  on  Thomas  W. 
Lawson  regarding  his  cup-defence  vessel  In- 
dependence, 298  ;  committee  of,  intimates  to 
Thomas  W.  Lawson  that  he  may  have  a  cup- 
defence  vessel  left  on  his  hands,  298  ;  men- 
tioned, 299,  300,  301,  302,  303;  criticisms 
of,  in  the  press,  for  attitude  toward  Mr.  Law- 
son,  303,  305,  306  ;  again  sends  a  commit- 
tee to  Mr.  Lawson,  307 ;  correspondence  of, 
with  Thomas  W.  Lawson,  regarding  Indepen- 
dence, 307—313  ;  analysis  of  correspondence  of, 
with  Thomas  W.  Lawson,  313-315  ;  agree- 
ment of,  not  to  publish  correspondence,  violated, 
315,  317;  review  of  attitude  of,  by  Thomas  W . 
Lawson,  315-317  ;  course  of,  in  Independence 
episode  condemned  by  tlie  press  of  two  conti- 
nents, 320 ;  rules  of,  employed  in  Newport 
Y.  R.  A.  races  of  1901,  323;  reference  to 
barring  of  Independence  by,  356  ;  acts  of,  in 
changing  deed  of  gift,  declared  to  be  illegal  by 
Mr.  Stinson  Jarvis,  362  ;  press  comment  on 
barring  of  Independence  by,  363—369  ;  is  given 
Brenton  Reef  and  Cape  May  challenge  cups, 
376  ;  for  sketch  of  club-house  and  courses  of, 
see  list  of  illustrations.  (See  also  "  The  America's 
Cup.") 

Northern  Light,  schooner,  mentioned,  20. 

NouRMAHAL,  steam-yacht,  mentioned,  356,  357. 

O'Brien,  Hugh,  mayor  of  Boston,  presides  at 
reception  tendered  Messrs.  Paine  and  Burgess, 
1887,  125. 

Ocean  Racks,  between  Henrietta,  Fleetwlng  and 
Vesta,  46  ;  N.  Y.  Y.  C.  declines  Mr.  Ashbury's 
invitation  to  sail,  148  ;  Cambria  defeats  Daunt- 
870,  50. 


INDEX 


OnniE,  J.  V.  S.,  secretary  N.  Y.  Y.  C,  refer- 
ence to  de.ith  oij  z  ;  serves  on  America's  cup 
committee  N.  Y.  Y.  C,  1900-1901,  217. 

Oelrichs,  Hekman,  as  rear  commodore  N.  Y.  Y. 
C,  advises  liberal  interpretation  of"  deed  of  gitt, 
84  ;  is  part  owner  of  Pocahontas,  84. 

Onondaga,  revenue  cutter,  is  in  patrol  fleet  at  cup 
races,  1899,  206. 

OsBON,  B.  F. ,  editor  of  The  Nautical  Ga-i.ette^ 
mentioned,   71 . 

OsBORNK  House,  America  anchored  opposite,  32  j 
see  also  list  of  illustrations, 

Osgood,  Franklin,  is  owner  of  Columbia,  schooner, 
66  J  receives  instructions  from  committee  In  race 
of  Oct.  i8th,  1871,  67;  as  owner  of  Magic 
and  Columbia,  named  in  record  o'i  America's  cup 
races,  372. 

Ottawa,  gunboat,  finds  the  America  sunk,  40. 

Pacific,  early  Atlantic  liner,  mentioned,  12. 
Paget,    Lord    Alfred,    visits    the    America,    175 

biographical  sketch  of,  32. 
Paine,  Gen.  Charles  J.,  is  managing  owner  of 
Puritan,  96  j  biographical  sketch  of,  96  j  orders 
Mayflower  as  a  cup-defence  vessel,  107  ;  orders 
Volunteer  as  a  cup-defence  vessel,  116  j  selects 
"  Hank  "  Haffto  sail  Volunteer,  117;  ia  in  con- 
ference regarding  Thistle's  excess  of  water-line, 
120  J  reception  to,  (with  Mr,  Burgess),  by 
city  of  Boston,  124J  challenges  Mr,  Tanker- 
vilie  Chamberlayne  to  sail  Mayflower  against 
Arrow,  125  j  withdraws  challenge,  1255  testi- 
monial volume  to  (with  Mr.  Burgess),  125  j 
serves  on  committee  to  change  deed  of  gift,  128  ; 
builds  Jubilee,  139;  manages  Jubilee  in  her 
races,  1 40  ;  sails  Jubilee  under  difficulties  in 
third  trial  race,  142  }  makes  no  claim  to 
popularity,  144  ;  serves  on  America's  cup  com- 
mittee, 1895,  153;  retirement  of,  from  yacht- 
ing, 1 60  J  declines  to  serve  on  the  America's 
cup  committee,  1898-1899,  199J  expresses 
opinion  that  a  vessel  need  not  belong  to  N.  Y. 
Y.  C.  to  defend  the  cup,  2.94;  places  Jubilee  at 
disposal  of  Mr.  Lawson  as  a  trial  vessel  for  In- 
dependence, 3  24 J  mentioned,  349J  article  em- 
bodying opinion  of,  on  cup  defence,  361,  362; 
opinion  of,  on  cup  defence  quoted,  364-367;  as 
owner  of  Mayflower,  named  in  record  of  Amer- 
ica's cup  races,  373. 
Paine,  John  B.,  designs  Jubilee,  cutter,  139. 
Palmer,  schooner,  wins  over  Cambria  off  New- 
port, 57  i  is  reserved  with  three  other  vessels  for 
cup  defence,  1871,  66  j  description  of,  66;  is 
not  in  condition  to  race  Oct.  19th,  1871,  71;  is 
defeated  for  Cape  May  cup  by  Dreadnaught,  377; 
see  also  list  of  illustrations. 
Park  City,  steamer,  tender  to  Columbia,  men- 
tioned, 358. 
Parker,     Arthur,    is    on     Independence    on    trip 

around   Cape   Cod,  325. 
Payne,  Oliver  H.,  as  part  owner  of  Constitution, 

mentioned,  223. 
Pearl,  cutter,  is  first   of  that  rig,  34  ;  see  also  list 

of  illustrations. 
PiiNOKEE,  barge  ( formerly  schooner)  tender  to  In- 
dependence, mentioned,  348. 
Perry,    Matthew    C,    Commodore    U.    S.    N., 
attends    dinner    to    John  C.    Stevens    and    asso- 
ciates, 26. 


Petrel,  cutter,  description  of,  94. 

Phantom,  schooner,  is  in  America's  cup  race, 
I  870,  53-55  i  is  in  race  for  schooners  off  New- 
P"^*^!  57  J  wins  citizens'  cup,  Newport,  57. 

Phelps,  Edward  J.,  joins  N.  Y.  Y.  C.  com- 
mittee of  inquiry  on  Lord  Dunraven's  charges, 
1  84  J   is  chairman  of  committee,   187. 

PiEi-GRAS,  Henry,  as  builder  of  Bedouin,  Muriel 
and  Yolande,  cutters,  mentioned,  95. 

Pigeon,  H.  &  Sons,  furnish  spars  of  Puritan,  985 
mentioned,  349. 

Pilgrim,  fin-keel  cutter,  is  designed  as  a  cup- 
defence  vessel,  140;  owners  of,  140;  descrip- 
tion of,  140  J  sailing-master  of,  140;  meets 
with  accident  on  day  of  first  trial  race,  140  j 
is  third  in  second  trial  race,  141,  142  j  racing 
length  of,  142  J  shows  freakishness  in  steering 
in  third  trial  race,  142  ;  is  third  in  third  trial 
race,  142  ;  proves  unreliable,  143  ;  is  converted 
into  a  steam-yacht,  1435  see  also  list  of  illustra- 
tions. 

Pocahontas,  sloop,  is  first  vessel  built  for  cup  de- 
fence, 84  J  description  of,  84  j  proves  a  failure, 
84  ;   career  of,  84  j  see  also  list  of  illustrations. 

Poillon,  C.  &  R.,  ti  builders  of  Sappho,  men- 
tioned, 46. 

Porter,  torpedo-boat,  is  in  patml  fleet  at  cup 
races,  1899,  206. 

Porter,  W.  T.,  editor  The  Spirit  of  (he  Times^ 
anecdote  by,  of  Commodore  Stevens,  11. 

Prince,  Frederick  O.,  ex-mayor  of  Boston  men- 
tioned, 125. 

Prjscilla,  sloop,  is  built  as  a  cup-defence  vessel, 
99  ;  description  of,  99  ;  is  in  N.  Y.  Y.  C.  cruise, 
1S85,  99;  is  in  trial  races,  99,  100  j  is  fast  in 
light  weather,  99  ;  is  defeated  by  Puritan  for 
Goelet  cup,  99  ;  is  defeated  by  Mayflower  for 
Goelet  cup,  1S86,  109;  is  changed  to  a 
schooner,  lioj  is  defeated  by  Volunteer  for  the 
Goelet  cup,  1887,  117;  race  of  with  Puritan 
Aug.  3d,  1885,  mentioned,  355  j  see  also  list 
illustrations. 

Puritan,  sloop,  is  ordered  as  a  cup-defence  vessel, 
iSS^;,  96;  owners  of,  96;  is  a  radical  depart- 
ure from  the  old-time  sloop,  97  ;  is  launched  at 
South  Boston,  97  J  description  of,  97  ;  is  an 
Eastern  Y.  C.  vessel,  98  j  files  the  flag  of 
Edward  Burgess,  98  ;  not  on  N.  Y.  Y.  C.  list 
as  a  club  vessel,  98  ;  maiden  trip  of,  98  ;  wins 
in  her  first  race,  98  j  wins  the  Goelet  cup,  1885, 
99  ;  defeats  Priscilla,  Bedouin  and  Grade  in 
trial  races,  i  S85,  99,  100  ;  leads  Genesta  at 
their  first  meeting,  loi  ;  fouls  Genesta,  loi  j 
owners  of,  offer  to  pay  for  repairs  to  Genesta, 
102  ;  meets  Genesta  a  third  and  fourth  time 
without  results,  102 ;  defeats  Genesta  in  final 
cup  race,  104,  105  j  mentioned,  107  ;  defeats 
Mayflower  in  latter's  first  three  races,  108  ;  is 
defeated  by  Mayflower  for  Goelet  cup,  1886, 
109;  is  changed  to  a  schooner,  iio;  is  de- 
feated bv  Volunteer  for  the  Goelet  cup,  1887, 
117;  mentioned,  124  ;  terms  of  races  of,  re- 
ferred to  by  N.  Y.  Y.  C,  132;  mentioned, 
137,  144;  final  race  of,  against  Genesta,  men- 
tioned, 148;  mentioned,  152;  race  of,  against 
Priscilla  Aug.  3d,  1S85,  mentioned,  355  ;  men- 
tioned, 363  ;  record  <if,  in  America's  cup  races, 
37Z  ;  t^ec  also  list  of  illustrations. 

PusEY  Sc  Jones  Shipbuilding  Company,  as  build- 

9G  ] 


INDEX 


ers  of  Vnlunteer,   mentioned,    ii6j  as   builder 
of  Pilgrim,  mentioned,   140. 
Putnam,  Takrant,  treasurer  N.  Y.  Y.  C,  men- 
tioned, 2. 

(Juken's  Cups,  how  long  offered,  18  j  course 
sailed  for,  18;  cup  of  185 1  not  competed  for 
by  the  America,  345  America  beaten  for,  1852, 
38  J  1851  cup  of  R.  Y.  S.,  put  up  as  a  chal- 
lenge trophy,  125  i  proposed  match  for,  falls 
through,  125. 

QuisETTA,  schooner,  mentioned,  356. 

Races,  for  America's  cup,  ?nd  trial,  see  **  Ameri- 
ca's Cup"  and  *'  New  York  Yaclit  Club"  j 
see  also  Ocean  races. 

Rambler,  schooner,  is  in  America's  cup  race, 
1870,  53  5  wins  Brenton  Reef  cup,  376  j  is  de- 
feated for  Cape  May  cup  by  Idler,  377. 

Ratsey,  Michael,  as  builder  of  Livonia,  men- 
tioned, 59. 

Red  Star  Towing  &  Wrecking  Co.,  men- 
tioned, 351. 

Rhodes,  Capt.  Urias,  mentioned,  159;  is  sail- 
ing-master of  Defender,  1899,  202  ;  is  sailing- 
master  of  Constitution,  223  j  shows  laclt  of  spirit 
in  handling  Constitution,  241,  2425  criticisms 
of,  242,  243. 

Richards  George  H.,  serves  on  a  committee  In 
Hull-Massachusetts  Y.  C.  to  arrange  races  for 
Lawson  prizes,  300. 

Rives,  George  L.,  serves  on  N.  Y.  Y.  C.  com- 
mittee of  inquiry  on  Lord  Dunraven's  charges, 
182  J  is  a  governor  of  Newport  Y.  R.  A.  1901, 
226. 

Rives,  William  C,  minister  to  France,  is  doubt- 
ful of  America's  success,  14. 

Roberts,  Capt.  W.  H.,  commands  cutter  Man- 
ning in  patrol  fleet  at  cup  races,  1899,  206. 

Robinson,  C.  L.  F.,  as  rear  commodore  N.  Y, 
Y.  C,  mentioned,  2  j  serves  on  America's  cup 
committee,  1 900-1 901,  217. 

Rogers,  Arciubald,  as  owner  of  Bedouin,  cutter, 
mentioned,  99  j  serves  on  America's  cup  com- 
mittee, 1889,  132;  is  part  owner  of  Colonla, 
1893,  139  ;  serves  on  special  committee  to 
mark  cup  contestants  at  water-Une,  1895,  165  j 
replaces  E.  D.  Morgan  on  America's  cup  com- 
mittee, 1 90 1,  241. 

Rogers,  James,  is  an  original  member  of  N.  Y. 
Y.  C,  2. 

Rollins,  George  E.,  is  an  original  member  of  the 
N.  Y.  Y.  C,  2. 

Root,  Elihu,  is  on  list  of  honorary  members,  N.  Y. 
Y.  C,  in  1901,  286. 

Rose,  Charles  Day,  challenges  to  sail  for  the 
America's  cup,  177;  conditions  accorded,  177; 
withdraws  challenge,  177,  178;  comment  on 
action  of,  178  ;  builds  Distant  Shore,  cutter,  in 
1899,  and  sells  her  in  1901,  17S;  is  not  a 
yachtsman,  178;  reference  to  conditions  ac- 
corded,   200. 

Royal  Albert  Yacht  Club,  is  named  by  Mr. 
A.shburv,  as  one  of  his  sponsors,  61  ;  Mr. 
Ashbury  wishes  to  sail  for,  64  ;  Mr.  Ashbury 
proposes  to  sail  seven  races  for,  65. 

Royal  Canadian  Yacht  Club,  challenges  in 
name  of  Countess  of  Dufferin  to  sail  for  America's 
cup,  76  J   loses  records  by  fire,  88. 


Royal  Clyde  Yacht  Club,  names  of  members  of, 
in  Thistle  syndicate,  115;  challenges  for  the 
America's  cup,  116  j  request  of,  for  five  races, 
not  granted,  116  ;  members  oi,  owning  Tliistlc 
proceed  to  New  York,  118;  sends  notice  of 
challenge  for  the  America's  cup  in  behalf  of 
Charles  Sweet,  but  withdraws  same,  127  j  chal- 
lenge of  Charles  Sweet  in  name  of,  mentioned, 
278;  flag  officers  of,  are  honorary  members  of 
N.  Y.  Y.  C,  285. 

Royal  Harwich  Yacht  Club,  challenge  of 
James  Ashbury  to  sail  for  the  America's  cup,  is 
accepted  in  name  of,  61  ;  resolution  of  N.  Y. 
Y.  C.  to  meet  Mr.  Ashbury  as  representative 
of,  63  }  N.  Y.  Y.  C.  insists  Mr.  Ashbury  is 
representative  of,  65  j  harmonious  relations  of, 
with  N.  Y.  Y.  C,  mentioned,  70  ;  protest  to, 
of  N.  Y.  Y.  C,  against  language  of  Mr. 
Ashbury,  75  j  flag  officers  of,  are  honorary 
members  of  N.  Y.  Y.  C,  285. 

Royal  London  Yacht  Club,  is  named  by  Mr. 
Ashbury  as  one  of  his  sponsors,  61  j  requests 
interpretation  of  the  deed  of  gift,  1887,  i  32  j 
flag  officers  of,  are  honorary  members  ot  N.  Y. 
Y.  C,  285. 

Royal  Mersey  Yacht  Club,  is  named  by  Mr. 
Ashbury  as  one  of  his  sponsors,  61. 

Royal  Thames  Yacht  Club,  Cambria  is  the 
representative  of,  48-f;2  j  is  named  by  Mr. 
Ashbury  as  one  of  his  sponsors,  61. 

Royal  Ulster  Yacht  Club,  gives  notice  of  a 
challenge  for  thf^  America's  cup  in  behalf  of  Sir 
Thomas  Lipton,  1985  special  committee  of, 
presents  challenge,  200  ;  second  challenge  of,  in 
name  of  Sir  Thomas  Lipton,  to  sail  for  the 
America's  cup,  216;  suggests  postponement  of 
cup  races  on  account  of  death  of  President 
McKinley,  255  ;  signs  agreement  to  sail  races 
daily,  264;  is  informed  that  no  challenge  for 
1902  in  name  of  Shamrock  IL  will  be  ac- 
cepted, 271  ;  action  of,  in  backing  Sir  Thomas 
Lipton,  mentioned,  288  ;   mentioned,  307,  310. 

Royal  Victoria  Yacht  Club,  is  named  by  Mr. 
Ashbury  as  one  of  his  sponsors,  61  ;  challenge 
from,  in  name  of  Charles  Day  Rose,  to  sail  tor 
the  America's  cup,  is  made  and  withdrawn, 
1775  reference  to  conditions  accorded  Charles 
Day  Rose  under  challenge  of,  250. 

Royal  Western  Yacht  Club  of  England,  is 
named  by  Mr.  Ashbury  as  one  of  his  sponsors, 
61. 

Royal  Western  Yacht  Club  of  Ireland,  is 
named  by  Mr.  Ashbury  as  one  of  his  sponsors, 
61. 

Royal  Yacht  Squadron,  extends  hospitality  to 
the  America's  owners,  9;  history  of,  17,  18; 
the  regatta  of,  August  22d,  1851,  23-265  re- 
gatta of,  course,  24  ;  America's  owners  elected 
Iionorary  members  of,  30  ;  courses  for  regatta  of, 
mentioned,  70  j  Queen's  cup  of,  1851,  men- 
tioned, 125  J  challenge  sent  through,  by  Lord 
Dunraven,  132;  refuses  to  accept  terms  of  the 
deed  of  gift,  133  ;  refuses  to  confirm  challenge 
of  Lord  Dunraven,  133;  a  second  Dunraven 
challenge  is  sent  through,  136;  a  third  Dun- 
raven challenge  is  sent  through,  154;  agrees 
conditionally  to  accept  custody  of  cup  if  won, 
15^5  report  of  Lord  Dunraven  to,  on  cup 
races,    1895,    173-176;    refuses  to  take  action 


[  397] 


INDEX 


on   Lord   Dunraven's    charges,     183,    184  j     for      Sears,  J.  Montgomery,  as  a  part  owner  of  Puri- 


sketch  of  club-house  see  list  of  illustrations. 
Royal  Yorkshike  Yacht  Club,  is  named  by  Mr. 
Ashbury  as  one  of  his  sponsors,  61. 


Sailplans,   for  American  and  English,  for  schoon- 
ers, contrasted,  and  of  independence  and  Puritan, 
see  list  of  illustrations. 
Sampson,  William  T.,  Admiral    U.  S.  N.,  Inde- 
pendence is  docked  through  courtesy  of,  325. 
Samuels,   Samuel,  blue-water  skipper,  mentioned, 

50. 
Sands,    Fred   P.,  is  a  governor  of  Newport  Y.  R. 

A.,  1901,  227. 
Sappho,  schooner,  description  of,  46  ;  goes  to  Eng- 
land and  is  defeated,  46,  47  j   is  *' hipped,"  and 
defeats  Cambria,  50  ;  defeats   Cambria  off  Sandy 
Hook,  57  J  loses  topmast  in   race  for  schooners 
off  Newport,    57  j  is   reserved   with   three  other 
vessels  for  cup  defence,  1871,  66  j   is  not  ready 
for  race  of  Oct.    19th,    1871,    ji  j  defeats   Li- 
vonia,   Oct.    2ist,  1871,    72,    73;    defeats    Li- 
vonia in  final  race  of  1871  series,  73  ;   career  of, 
73  J     is    at    Havre    regatta,    74  j    record    of   in 
America's  cup  races,  372  j  see  also  list  of  illus- 
trations. 
Savage,    Rev.    Mjnot  J.,  mentioned,  125. 
Satantta,  cutter,   runs    down    and    sinks    Valky- 
rie II.  in  the  Clyde,  172. 
ScHERMERHOKN,    F.    AUGUSTUS,    3S   part   owncr  of 

Colonia,  1893,  mentioned,  139. 
Schuvlek,  George  L.,  is  a  sponsor  for  N.  Y.  Y. 
C,  2  ;  becomes  interested,  with  John  C.  Stevens, 
in  proposal  to  build  a  fast  schooner  yacht,  4  j 
is  a  part  owner  of  the  America,  6  ;  is  active 
representative  of  the  America's  owners  in  the 
business  of  building  the  vessel,  6  j  correspondence 
of,  with  William  H.  Brown,  builder,  6-8  ;  is 
unable  co  accompany  the  America  abroad,  i  2  ; 
suggests  that  the  America's  cup  be  made  an  in- 
ternational trophy,  45  J  with  associates  conveys 
the  cup  to  the  New  York  Yacht  Club  under  a 
trust  deed  of  gift,  45  j  interprets  deed  of  gift,  60  ; 
revises  deed  of  gift,  90  ;  sets  forth  that  the  Amer- 
ica's cup  is  trophy  of  the  nation,  92  j  is  sug- 
gested as  referee  under  challenges  for  Genesta  an- 
Galatea,  93  j  serves  on  America's  cup  committee 
of  1885,  93  ;  is  referee  in  question  of  Thistle's 
right  to  race,  119}  is  in  conference  regarding 
Thistle's  excess  of  load  water-line,  120  ;  report 
of,  as  reteree  in  Thistle  measurement  case,  121  j 
re-conveys  the  America's  cup  to  the  N.  Y,  Y. 
C,  1887,  128,  129  J  biographical  sketch  of, 
I  30  ;  reconveyance  by,  of  America's  cup,  men- 
tioned, 362  J  mentioned,  367  j  see  also  list  of 
illustrations. 
Schuyler,  Philip,  son  of  George  L.  Schuyler, 
mentioned,  45  j  serves  on  America's  cup  com- 
mittee, 187!,  63  J  serves  on  America's  cup  com- 
mittee, 1885,  93  ;  serves  on  America's  cup 
committee,  1887,  119  j  serves  on  committee  to 
change  the  deed  of  gift,  128  j  serves  on  Amer- 
ica's cup  committee,  1 889,  132;  serves  on 
America's  cup  committee,  1895,  153. 
Schuyler,  Roosevelt,  as  owner  of  Yolande,  cut- 
ter, mentioned,  95,  102. 
Sears,  David,  early  Boston  member  of  N.  Y.  Y. 
C,  mentioned,  2. 


[  398  ] 


tan,  mentioned,  96. 
Seawanhaka-Corinthian    Yacht    Club,   speech 

of  Jamea    R.    Steers  at,   on  the  America,   28  ; 

mentioned,  935   races  of,  for  90-footers,  1901, 

239. 
Shadow,    sloop,    wins    from    cutter    Madge,    95  ; 

mentioned,  98,  i  38. 
Shamrock  (I.),  cutter,  is  named    in   challenge  of 

Sir  Thomas  Lipton,  200  ;  is  built  on  the  Thames, 

203  i  dimensions  of,  203  j  features  in  design  of, 
203,  204  ;    launch  of,  204  ;   reports  on  speed  of, 

204  J  is  brought  across  Atlantic  in  tow,  204  j  is 
given  trials  off  Sandy  Hook,  204  j  official  meas- 
urements of,  for  match  with  Columbia,  206  j 
allowance  of,  from  Columbia,  207  j  belief  she  is 
equal  of  Columbia  in  light  weather  dispelled,  207  j 
fails  to  make  a  race  with  Columbia  on  seven 
consecutive  race  days,  207-209  j  is  defeated 
by  Columbia  in  first  race  for  cup,  1899,  2095 
is  disabled  in  second  race  for  cup  and  withdraws, 
210  J  accident  to,  shows  rig  to  be  too  light,  210  j 
is  given  more  ballast,  210;  is  defeated  by  Co- 
lumbia in  last  race  for  cup,  211-214  i  returns  to 
England,  214  j  match  of,  with  Columbia,  men- 
tioned, 2S8,  289  ■  mentioned,  330,  365  j  record 
of,  in  America's  cup  races,  373  j  see  also  list  of 
illustrations. 

Shamrock  II.,  is  named  in  Sir  Thomas  Lipton's 
second  challenge,  217;  is  launched  at  Dumbar- 
ton, 246  ;  is  tried  in  The  Solent,  246  j  is  dis- 
masted with  King  Edward  V'U.  on  board,  247; 
cause  of  dismasting  of,  248  j  is  not  considered 
fast  enough  to  take  the  cup,  249  ;  shows  im- 
proved form  after  refitting,  249  j  is  towed  across 
the  Atlantic,  250  j  is  docked  at  Erie  Basin,  250  ; 
American  comment  on,  250,  251  ;  is  compared 
with  other  yachts,  251  j  tank  tests  on  model 
of,  described,  251-253  ;  construction  and  di- 
mensions of,  254;  is  caught  in  a  squall,  2545  is 
docked  a  second  time  at  Erie  Basin,  255  j  paint 
on  hull  of,  is  removed  to  reduce  friction,  256  j 
official  measurements  of,  256;  is  outsailed  by 
Columbia  in  unfinished  race  at  their  first  meeting, 
257-259  ;  is  defeated  by  Columbia  in  their  first 
race  for  the  America's  cup,  260-263  j  third 
meering  of,  and  Columbia,  results  in  no  race, 
263  J  is  defeated  by  Columbia  in  second  race  for 
the  America's  cup,  264-267  ;  average  speed 
of,  per  mile  in  second  cup  race,  267  ;  loses  final 
cup  race  by  41  seconds  rime  allowance,  268- 
271  ;  London  press  comments  on  failure  of,  268  j 
is  laid  up  at  Erie  Basin,  271  ;  is  offered  as 
challenger  for  a  second  series  of  races,  271  ; 
menrioned,  291,  301,  307,  309,  311,  330; 
**take"  bets  on,  331,  332;  menrioned,  363, 
364,  365,  366,  367,  368,  369  J  record  of,  in 
America's  cup  races,  373  j  see  also  list  of 
illustrations. 

Sharman-Crawfobd,  R.  G.,  vice-commodore  of 
Royal  LTlster  Y.  C.,  serves  on  special  committee 
presenting  challenge  of  Sir  Thomas  Liptun,  200. 

Shaw,  John  O.,  Jr.,  as  owner  of  Puritan,  1901, 
mentioned,  1 10. 

Sherlock,  Caft.  Edward,  is  sailing-master  of  Pil- 
grim, 140. 

SiLviE,   schooner,  is  in  America's  cup  race,  1870, 

53-55- 
Sloops,  *'  skimming-dish  "  type  of,  not  good  rough- 


INDEX 


weather   vessels,    94  ■    combination   of  type  with      Stevf.ns,   Col.  John,   father  of  John    C.   Stevens, 


cutter,  94  J  difference  in,  and  cutter,  95. 

Smith,  A.  Gary,  as  designer  of  Mischief,  men- 
tioned, 85  ;  designs  Vindex,  first  American 
metal  yacht,  94 ;  designs  Priscilla,  99  j  bio- 
graphical sketch   of,  99. 

Smith,  Jamks  D.,  as  vice  commodore  N.  Y.  Y. 
C,  advises  liberal  interpretation  of  deed  of  gift, 
84  ;  is  part  owner  of  Pocahontas,  84  j  serves  on 
America's  cup  committee,  1887,  119,  121  j 
serves  on  committee  to  change  deed  of  gift, 
1 28  J  serves  on  America's  cup  committee,  1889, 
132;  as  chairman  of  America's  cup  committee, 
calls  attention  of  R.  Y.  S.  to  *' mutual  con- 
sent" clause  of  deed  of  gift,  133  j  serves  on 
America's  cup  committee,  1895,  153;  signs 
agreement  to  conditions  for  Defender- Valkyrie 
in.  races,   163. 

Spalding  St.  Lawrence   Boat  Co.,   mentioned, 

349- 

Spars,  hollow  wood,  used  on  sloop  Maria,  8  j  on 
Cambria  (bored),  51  ;  on  Defender,  1585  hollow 
steel,  first  used  in  cup  contests  on  Defender  and 
Valkyrie  III.,  160,  162. 

Spears,  John  R.,  reference  to  description  by,  of 
Independence's  last  race,  332  ;  description  by, 
of  Independence's  last  race,  359,  360. 

Sports,  aristocracy  of,  in  America,  281,  282. 

Starts,  from  anchor,  23,  39,  53  ;  in  first  race  be- 
tween Madeleine  and  Countess  of  Dufferin,  80  ; 
one-gun  start  :  is  employed  in  1893  races,  145  ; 
arguments  for  and  against,  153,  154;  is  em- 
ployed in  races  between  Independence  and  Co- 
lumbia, 233. 

Stebbins,  C.  H.,  ser\'es  on  America's  cup  com- 
mittee, 1885,  93. 

Steel  Spars,  (See  *' Spars  "). 

Steers,  George,  fiist  pilot-boats  of,  2  j  prominence 
of,  as  a  designer  in  1850,  2  j  biographical  sketch 
of,  3;  designs  the  America,  3,  4^  sails  on  the 
America,  12  j   see  also  list  of  illustrations. 

Steers,  Henry,  sails  on  the  America,  12 ;  sails 
on  Columbia,  schooner,  Oct.    19th,  1871,  71. 

Steers,  Henry  T.,  brother  of  George  Steers, 
mentioned,   4. 

Steers,  James  R.  ,  brother  of  George,  mentioned, 
4;  sails  on  the  America,  12;  keeps  log  of 
America,  12-14;  excerpts  from  journal  of,  19, 
20 ;  excerpt  from  speech  of,  before  Seawan- 
haka  Yacht  Club,  on  the  America's  winnings, 
28. 

Steers,  J.  R.  &  G. ,  shipbuilding  firm,  mentioned, 

5- 

Steers,  James  W.,  is  owner  of  America's  log,  12. 

Steers,  Philip,  brother  of  George  Steers,  men- 
tioned, 4. 

Stella,  cutter,  is  in  R.  Y.  S.  regatta,  23,  24. 

Stephens,  W.  P.,  description  of  Constitution  by, 
220;    criticism  of  deed  of  gift  by,  271. 

Stephenson,  Robert,  matches  Titania  with  the 
America,  21. 

Stevens  Brothers,  are  founders  of  the  New  York 
Yacht  Club,  2,  3  ;  cost  of  the  sloop  Maria  to, 
9  J    standing  ot,    30. 

Stevens,  Edwin  A.,  is  one  of  the  sponsors  for  the 
N.  Y.  Y.  C. ,  and  its  third  commodore,  2;  is 
part  owner  of  the  America,  6. 

Stevens,  James,  brother  of  John  C.  Stevens,  men- 
tioned,  3. 


[  399  ] 


and  inventor  of  the  screw  propeller,  mentioned,  3. 

Stevens,  John  C,  is  founder  and  first  commodore 
of  the  New  York  Yacht  Club,  2,  3  ;  biographical 
sketch  of,  3  ;  offers  a  sailing  prize  which  is  won  by 
George  Steers,  4;  is  part  owner  of  the  America, 
6;  delights  to  sail  the  sloop  Maria,  9;  courtesies 
extended  to,  as  repr  escntative  of  America,  by 
the  Earl  of  Wilton,  commodore  R.  V.  S.,  9; 
letter  of,  to  Earl  of  Wilton,  10;  crosses  the 
Atlantic  to  race  the  America,  12;  excerpts  from 
speech  of,  on  the  America's  reception  in  England, 
16;  writes  first  challenge  for  the  America,  18; 
writes  second  challenge  for  the  America,  19; 
dinner  to,  Oct.  2d,  1851,  26;  speech  of,  on 
courtesies  received  in  England,  3 1  j  receives 
Queen  Victoria  on  board  the  America,  32,  33; 
mentioned,  70  ;  winning  of  America's  cup  by, 
mentioned,  363,  365,  366  j  as  part  owner  of 
the  America,  mentioned  in  America's  cup 
record,  372;  see  also  list  of  illustrations. 

Stevens,  Robert  L.,  brother  of  Jf)hn  C.  Stevens, 
mentioned,  3  ;    designs  Maria,  sloop,  8, 

Stevens,  Thomas  H.,  commander  U.  S.  N., 
waives  right  to  prize  money  for  the  America,  40. 

Stewart,  George,  yacht  designer,  manages  Pil- 
grim,  140. 

Stewart  &  Binney,  designers  of  Pilgrim,  men- 
tioned,  140. 

Sth-eito,  torpedo  boat,  Is  in  patrol  fleet  at  cup 
races,    1  899,  206. 

Stillman,  James,  as  owner  of  Muriel,  cutter, 
mentioned,  95  ;  is  part  owner  of  Constitution, 
223. 

Stone,  Capt.  Martin  V.  B. ,  sailing-master  of 
Mayflower,  mentioned,   108. 

Sturgis,  Frank  K.,  is  a  governor  of  Newport 
V.  R.  a.,  1901,  227. 

Stuvvesant,  Rutherford,  offers  a  cup  for  Cam- 
bria, 57;  is  owner  of  Palmer,  schooner,  66; 
serves  on  cup  committee,  1889,  I32. 

Sutton,  Sir  Richard,  owner  of  Genesta,  cutter, 
cliallenge  in  behalf  of,  received  by  the  N.  Y.  Y. 
C,  92}  mentioned,  I14J  refuses  to  accept  a 
cup  race  on  a  foul,  102  ;  broad  sportsmanship  of, 
105  ;  is  given  a  reception  by  N.  Y.  Y.  C,  105  ; 
generous  conduct  of,  referred  to,  1 70 ;  men- 
tioned, 171  J  as  owner  of  Genesta,  named  in 
record  of  America's  cup  races,  372. 

Sverige,  schooner,  is  built  at  Stockholm,  38  ; 
description  of,  38  •  loses  to  the  America,  38,  39  ; 
see  also  list  of  illustrations. 

Sweet,  Charles,  gives  notice  of  intention  to  chal- 
lenge for  the  America's  cup,  126  ;  challenge  ot, 
is  withdrawn  by  the  Royal  Clyde  Y.  C,  127; 
reference  to  challenge  of,  278. 

Sycamore,  Capt.  Edward  A.,  as  assistant  sailing- 
master  of  Valkyrie  III.,  mentioned,  161  j  is  at 
tiller  of  Valkyrie  III.  when  Defender  is  fouled, 
167;  steers  Shamrock  II.  when  dismasted,  247; 
is  criticised  for  being  caught  in  a  squall,  255; 
sails  Shamrock  11.  skilfully  in  cup  races,  258- 
271. 
Syndicate,  in  the  N.  Y.  Y.  C,  for  the  control 
of  cup-racing,  284,  285. 

Tams,  J.  F. ,  serves  on  America's  cup  committee, 
1881,  83  ;  serves  on  America's  cup  committee, 
1885,  93;   mentioned   in  connecrion  with    Pun- 


INDEX 


tan-Gcnesta  foul,  102;  serves  on  America's  cup 
committee,  1889,  132;  serves  on  America's 
cup  committee,  1895,  155. 

Tabolinta,  schooner,  is  in  America's  cup  race, 
1870,  53;  fouls  Cambria,  55,  56. 

Taylor,  Gen.  Charles  H.,  as  part  owner  of 
Pilgrim,  mentioned,  140. 

Taylor,  Mary,  pilot-boat,  mentioned,  5  j  sails  of, 
used  on  the  America.  Ii  j   mentioned,  12. 

Templeton,  Lord,  buys  the  America,  39. 

Thames  Towboat  Co.,  mentioned,  -^^i. 

Thayer,  Bayard,  as  part  owner  of  Pilgrim,  men- 
tioned, 140. 

Thayer,  E.  V.  R.,  serves  on  a  committee  in  Hull- 
Massachusetts  Y.  C,  to  arrange  races  for  Law- 
son  prizes,  300. 

Tidal  Wave,  schooner,  defeats  the  America,  42; 
is  in  America's  cup  race,  1S70,  53  ;  is  in  race 
for  schooners  off  Newport,  57;  wins  Ashbury 
cup  off  Sandy  Hook,  57  j  is  in  Brenton  Reef  cup 
race,  1876,  79  ;  is  defeated  by  Idler  for  Brenton 
Reef  cup,  376, 

Thistle,  cutter.  Is  built  to  sail  for  the  America's 
cup,  115;  owners  of,  I15;  launch  of,  115;  is 
expected  to  prove  a  dangerous  opponent,  ii6j 
dimensions  of,  known  to  Volunteer's  builders, 
116;  makes  a  brilliant  early  record,  117  j  sails 
for  America  in  command  of  Capt.  John  Barr, 
118  J  arrives  at  New  York,  1 18;  believed  in 
Scotland  able  to  "whip  the  Yankees,"  118  ;  is 
a  smart  vessel,  118;  points  of,  in  comparison 
with  Volunteer,  1 18;  description  of,  118,  119J 
is  f)und  to  exceed  water-line  length  specified  in 
challenge,  119;  a  question  is  raised  as  to  right 
of,  to  race,  119  i  incident  of  measurement  of,  is 
settled,  1 22  J  meets  Volunteer  for  first  time, 
122  J  is  defeated  by  Volunteer  in  first  cup  race, 
123;  is  defeated  in  second  cup  race,  124;  no 
pipes  played  on  after  defeat,  1245  sails  for  Eng- 
land, 125  j  reasons  for  failure  of,  125  j  terms  of 
races  with,  referred  to  by  N.  Y.  Y.  C,  132; 
mentioned,  140  ;  defect  of,  in  windward  work 
mentioned,  141;  mentioned,  144  i  career  of, 
as  Meteor  and  Comet,  173  i  match  of,  with 
Volunteer,  mentioned,  278  ;  record  ot,  in  Ameri- 
ca's cup  races,  373  j  see  also  list  of  illustrations. 

Thorneycroft,  j.  L  &  Co.,  as  builders  of  Sham- 
rock L,  mentioned,  203. 


rives  at  New  York,  144  ;  believed  by  Americans 
to  be  very  fast,  1445  is  compared  with  Vigilant, 
144;  dimensions  of,  144;  meets  Vigilant,  but 
fails  to  make  a  race,  145,  146;  is  defeated  by 
Vigilant  in  first  race  for  cup,  1893,  146  j  is  con- 
sidered abler  in  light  weather  than  first  cup  race 
showed,  146  ;  is  defeated  by  Vigilant  in  second 
cup  race,  146,  147  ;  fourth  meeting  of,  with 
Vigilant  results  in  no  race,  147;  Js  defeated  by 
Vigilant  in  final  cup  race  after  a  hard  contest, 
147-151J  mishaps  to,  in  final  cup  race,  148— 
150;  statement  of  Lord  Dunraven  on  races 
of,  151  ;  is  left  at  New  York  for  the  winter  of 
'^93~4)  '53)  composite  construction  of,  men- 
tioned, 161  ;  is  run  down  by  Satanita  in  the  Clyde 
and  sunk,  172;  is  raised  by  underwriters  and 
broken  up,  172  j  reference  to  sinking  of,  173  ; 
fast  time  in  final  race  of,  with  Vigilant,  men- 
tioned, 237  J  record  of,  in  America's  cup  races, 
373  }  see  also  list  of  illustrations. 
Valkyrie  HL,  cutter,  is  named  in  third  challenge 
of  Lord  Dunraven  for  the  America's  cup,  i  <;4  • 
length  of,  I  54  ;  is  first  challenger  to  have  greater 
beam  than  defending  y-icht,  I  57  j  fouling  of  Defen- 
der by,  mentioned,  159  ;  owners  of,  161  j  descrip- 
tion and  dimensions  of,  161  j  found  at  first  to  be 
deficient  in  stability,  161  ;  record  of,  in  maiden 
races,  161  j  proves  to  be  England's  fastest  yacht, 
161  ;  leaves  the  Clyde  for  New  York,  161  ; 
makes  voyage  under  sail,  162  j  time  for  trials  of, 
too  brief,  162  j  steel  mast  used  in,  162;  descrip- 
tion of  spars  of,  162  j  is  shown  to  be  a  formi- 
dable light-weather  boat,  162  j  dimensions  of, 
from  official  measurements,  163  j  conditions  for 
races  of,  against  Defender,  1635  is  ablest  boat 
sent  aft^er  cup  to  her  time,  165  j  naeets  Defender 
for  first  time,  165  j  is  defeated  by  Defender  in 
first  cup  race,  166  j  is  remeasured  with  Defender, 
166  J  fouls  Defender  before  start  of  second  cup 
race,  167  ;  defeats  Defender  after  foul,  but  is  dis- 
qualified, 168,  169;  photograph  of,  fouling  De- 
fender, as  evidence  on  protest,  169  ;  crosses  line 
and  withdraws  in  third  cup  race,  172,  173  j  ca- 
reer of,  after  cup  races,  173  ;  conditions  of  match 
of,  with  Defender,  mentioned,  177J  match  of, 
with  Defender,  mentioned,  277  j  record  ot,  in 
America's  cup  races,  373i  see  also  list  of  illus- 
trations. 


TiTANiA,    schooner,    is   defeated    by   the    America,      Vanderbilt,  Cornelius,  as  part  owner  of  Vigilant, 


22;    is   in    R.    Y.    S.    regatta,    23,    24;   men- 
tioned, 70  ;   see  also  list  of  illustrations. 
TuscAROBA,  steam-yacht,  mentioned,  356. 

Una,  sloop,  is  designed  by  George  Steers,  4  ;  de- 
scription of,  4. 

Ure,  Robert  C,  steers  Satanita  when  that  vessel 
sinks  Valkyrie  IL,  172  ;  represents  Royal  Ulster 
Y.  C.  on  board  Columbia  in  first  cup  race,  1901, 
and  is  later  replaced,  257. 

Valetta,  the  America  in  a  storm  off,  39. 
Valhalla,    steam-yacht,    takes     Lord     Dunraven 

back  to  England,   1895,   179. 
Valkyrie   (1.),  cutter,  is  named  in  first  challenge 

uf  Lord  Dunraven  for  the  America's  cup,  132; 

dimensions  of,   132. 
Valkyrie  U.,  cutter,  is  named  in  Lord  Dunraven's 

second    challenge,     136;    lengtii    of,     136;    ar- 


[  400  ] 


mentioned,   I  39. 
Vandkrbilt,    Frederick    W.,    as   part   owner   of 

Colonia,    1 893,   mentioned,    1 39. 
Vanderbilt,    William    K.,    as    part    owner    of 

Colonia,    1893,  mentioned,  139;  as  part  owner 

of  Defender,  mentioned,   1 56;   is  a  governor  of 

Newport  Y.  R.  A.,  1901,  227. 
Van     Deusen,    J.     B.,    as    builder    of   Columbia, 

schooner,   mentioned,    66. 
Vendenesse,  is  first  yacht  in  which  aluminum  was 

freely  used,   I  56. 
Vesta,  schooner,  is  in  ocean   race,  46  ;   is  in  race 

for   schooners  off   Newport,   57  ;   is    defeated    for 

Cape  May  cup  by  Idler,  377. 
Victoria,   Queen  of  England,  Queen^s  cups    pre- 
sented  by,    18;    is  at    R.    Y.    S.  regatta,    25; 

conversation   of,  with  signal   master,    29  ;    visits 

the   America,    32,    33;    is  greatly   impressed  by 

the  America,  33. 
Victoria    and    Albert,    royal    yacht,    pas<;es   the 


INDEX 


America  in  R.  Y.  S.  regatta,  25,27  ;  sec  also 
list  of  illustrations. 
Vigilant,  cutter,  is  ordered  from  HerreshofF  for 
cup  defence,  138;  owners  of,  139;  represents 
new  type  of  cup-defence  vessel,  139  j  description 
of,  139  ;  launch  of,  139  j  commander  of,  139  j 
meets  with  an  accident,  140  j  shows  sluggishness 
in  stays,  141  5  career  of,  141  j  beats  Colonia  in 
elapsed  time  in  first  trial  race,  which  allowance 
makes  a  dead  heat,  141  ;  wins  second  trial  race, 
141,  142  J  wins  third  trial  race, 142;  racing 
length   of,    142  J   is  selected  to   defend  tlie  cup, 

143  J  is  compared  with  Valkyrie  II.,  144;  di- 
mensions of,  144  ;  national  faith  in,  is  displayed, 

144  j  defeats  Valkyrie  II.  in  first  race  for  cup, 
1893,  1465  again  meets  Valkyrie  II.,  but  fails 
to  make  a  race,  146  ;  wins  second  cup  race, 
146,  147  i  fourth  meeting  of,  with  Valky- 
rie II.  results  in  no  race,  147  ;  defeats  Valkyrie 
II.  in  final  cup  race  after  a  hard  contest,  147- 
151  J  accident  to  centre-board  of,  in  final  cup 
race,  148  ;  is  first  of  a  vicious  type  of  yacht, 
152;  crosses  the  Atlantic,  152;  racing  season 
of,  in  England,  mentioned,  157  j  is  fitted  out 
as  a  trial-vessel  for  Defender,  1575  races  of, 
against  Defender  productive  of  friction,  157, 
1585  meets  Defender,  Volunteer  and  Jubilee 
on  N.  Y.  Y.  C.  cruise,  158  ;  leads  in  Goelet 
cup  race  after  withdrawal  of  Defender,  1585  pro- 
tests Defender  in  practice  race,  158  j  is  defeated 
by  Defender  in  second  trial  race,  1 60  j  is  defeated 
by  Defender  in  third  trial  race,  1 6 1  j  is  at  regatta 
of  Mudhook  Y.  C.  wlien  Valkyrie  II.  is  sunk, 
172  J  as  a  yawl  is  defeated  by  Columbia,  224  ; 
races  as  a  yawl  off  Newport,  233  j  fast  time  of, 
in  final  race  against  Valkyrie  II.,  mentioned, 
237  J  mentioned,  241,  356  j  record  of,  in  Amer- 
ica's cup  races,  373  ;  see  also  list  of  illustrations. 

ViNDEX,  cutter,  first  American  metal  yacht,  de- 
scription of,  94  J   mentioned,  99. 

VoLANTE,  American  cutter,  description  of,  94. 

VoLANTE,   cutter,  is  in   R.  Y.  S.  regatta,   23-26. 

Volunteer,  is  built  as  a  cup-defence  vessel,  1887, 
1165  description  of,  116;  characteristics  of, 
compared  with  Puritan,  Mavfiower  and  Thistle, 
116;  is  sailed  by  Capt.  "Hank"  Haff,  117; 
proves  a  success  from  the  first,  1 1 7  j  defeats 
Puritan  and  Mayflower,  117  j  wins  Morgan, 
Boston  Herald  and  Providence  and  Newport  citi- 
zens' cups,  117  j  wins  the  Goelet  cup,  1887, 
117  J  defeats  Mayflower  in  trial  races,  119  j  is 
measured  at  Erie  Basin,  119;  defeats  Thistle  in 
cup  races,  123,  1245  career  of,  after  cup  races, 
124  J  terms  of  races  of,  referred  to  by  N.  Y.  Y. 
C.,  1325  mentioned,  137,  139,  144,  152; 
is  second  in  Goelet  cup  race,  1895,  158  ;  meets 
Defender,  Vigilant  and  Jubilee  on  N.  Y.  Y.  C 
cruise,  1895,  158  ;  match  of,  with  Thistle  men- 
tioned, 2785  reference  to  cost  of,  29^;  men- 
tioned, 335,  363;  record  of,  in  America's  cup 
races,  373  ;  see  also  list  of  illustrations. 

Wabash,  frigate,  chases  the  America  on  Savannah 

blockade,   40  j  as  a  receiving  ship,  mentioned,  41 . 
Walker,    Capt.  Thomas    D.,    commands   cutter 

Gresham  in  patrol  fleet  at  cup  races,  1899,  zo6  ; 

is  in  charge  of  government   patrol   fleet   at   cup 

races,  190I,  257. 
Wallace,  William  J.,  justice  U.  S.  circuit  court, 


[401] 


is  on  list  of  honorary  members  N.  Y.  Y.  C.  in 
1901,  285. 

Wallack,  Lester,  actor,  sails  on  Columbia, 
schooner,  Oct.   19th,  1871,  71. 

Waller,  John  R.,  as  commodore  N.  Y.  Y.  C, 
advises  liberal  interpretation  of  deed  of  gift,  84  ^ 
is  part  owner  of  Pocahontas,  84. 

Waltems,  Henry,  as  part  owner  of  Constitution, 
mentioned,  223. 

Wanoereb,  schooner,  defeats  the  America,  42  ^ 
is  in  Brenton  Reef  cup  race,  1X76,  79-  is  at 
line,  cup  race  of  August  12th,  1876,  81  j  is  de- 
feated by  Idler  for  Brenton  Reef  cup,  376. 

Wasp,   cutter,   description  of,    1385    reference  to, 

139.  >57- 

Watekbury,  James  M.,  is  an  original  member  of 
N.  Y.  Y.  C,  2  J  is  owner  of  Una,  sloop,  4. 

Watson,  George  L.,  yacht  designer,  remarks  of, 
on  the  America's  sails,  36  j  makes  notes  on 
American  yachts,  115  j  designs  Thistle,  115  ;  is 
in  conference  regarding  Thistle's  excess  of  water- 
line,  1 20  J  statement  of,  on  Thistle's  excess  of 
water-line,  120;  is  given  a  reception,  (witli  Mr. 
Bell),  by  N.  Y.  Y.  C,  124  j  explains  cause  of 
Thistle's  failure,  125  j  designs  Valkyrie  I.,  132  j 
designs  Valkyrie  II.,  144  j  biographical  sketch 
of,  144  i  designs  Valkyrie  III.,  j6i  ;  i.s  on 
Valkyrie  HI.  in  cup  races,  167  j  is  on  Valkyrie 
II.  when  she  is  run  down  in  the  Clyde,  1725 
designs  Distant  Shore,  afterward  Kariad,  178  j 
designs  Britannia,  203;  designs  Shamrock  II., 
216  ;  is  onboard  Shamrock  II.  when  that  vessel 
is  dismasted,  247  j  statements  concerning  experi- 
ments of,  with  Shamrock  II.  model,  253  ;  is 
compared  with  HerreshofI  by  Sir  Thomas  Lip- 
ton,  268. 

Wealth,  democratic  aristocracy  of,  in  America, 
281-2S3. 

Webb,  J.  Beavor,  challenges  to  sail  for  the 
America's  cup,  92  ;  requests  that  Genesta  and 
Galatea  race  in  the  same  season,  92  j  conditions 
requested  by,  under  Genesta-Galatea  challenges, 
93  ;    steers  Galatea  in  first  cup    race,   I  886,  III. 

Webster,  Daniel,  remark  of,  on  announcement 
of  the   America's   victory,  29. 

Weld,  George  W,,  as  owner  of  Hildegarde, 
schooner,  mentioned,  324. 

Weld,  William  F.,  as  part  owner  of  Puritan, 
mentioned,  96. 

Wendur,  yawl,  takes  Cape  May  cup  on  a  sail-over, 
377  J   resigns  same  to  Britannia,  377. 

Whitney,  Harry  P.,  is  a  governor  of  Newport 
Y.  R.  A.,  1901,  C27. 

Whitney,  William  C,  serves  on  N.  Y.  Y.  C. 
committee  of  inquiry  on  Lord  Dunraven's  charges, 
182. 

Widgeon,  schooner,  is  in  America's  cup  race,  i  870, 

53- 
Wildfire,    cutter,  joins  nicers  in  R.  V.  S.  regatta, 

25  ;   outsails  the  Amciici  in  running,  39. 

WiLKV,  Capt.  Owen  S.,  commands  cutter  Algon- 
quin, in  patrol  fleet  at  cup  races,   1899,  206. 

WiLLARP,  E.  A.,  manages  Vigilant  for  George  J. 
Gould,  in  practice  nices  against  Defender,  157; 
protests  Defender  In  practice  race  off  Sandy  Hook, 
1 158  }  withdraws  Vigilant  from  contests  with 
Defender,  158;  is  informed  regatta  committee 
considers  him  in  wrong,  159  j  protest  of,  decided 
against  Vigilant,  159. 


INDEX 


Wilkes,  Hamilton,  is  an  original  member  of 
N.  Y.  Y.  C,  2  ;  is  part  owner  of  the  America, 
6. 

Wilson,  R.  H,,  as  maker  of  the  America's  racing 
sails,  mentioned,  1 1  j  recuts  Countess  of  Duf- 
ferin's  sails,    79. 

Wilson  Sc  Silsby,  sail-makers,  mentioned,  349. 

Wilton,  Earl  of,  commodore  R.  Y.  S.,  letter  of, 
to  John  C.  Stevens,  9  ;  replies  to  first  challenge 
for  the  America,  iSj  sends  stakes  of  the 
America-Titania  race  to  winners,  32  j  mentioned, 
70. 

WiNANs,  Ross,  as  owner  of  Arrow,  sloop,  men- 
tioned, 84. 

Winchester,  Col.  W.  P.,  joins  first  N.  Y.  Y.  C. 
cruise,  2. 

WiNDOM,  revenue  cutter,  is  in  patrol  fleet  at  cup 
races,  1899,  206. 

WiNSLow,  torpedo  boat,  is  in  patrul  Heet  at  cup 
races,  1899,  206. 

WiNTHRop,  Rutherford,  is  a  governor  Newport 
Y.  R.  A.,  1901,  227. 

WoLvERroN,  Lord,  as  part  owner  of  Valkyrie  III., 
mentioned,  161. 

WooDBURv,  J.  McG.,  is  fleet  surgeon  N.  Y.  Y.  C, 
2  ;   is  named  as  representative  of  J.  Beavor  Webb, 

1885, 93. 

WoRTHiNGTON,  George  H.,  35  owncr  of  PrisclHa 
in  1901,  mentioned,  no. 


Wringe,  Capt.  Robert,  is  assistant  sailing-master 

of  Shamrock  I,,  204. 
WvvERN,  schooner,  is  in  R.  Y.  S.  regatta,  23. 

Xarifa,  is  stake-boat  for  the  America  and  Titania, 
22. 

Yacht     Clubs,    early    American,    2j     (Sec    also 

names  of  clubs  individually. ) 
Yacht  Designing,  American,  revival  of,  following 

second  Duniaven  challenge,    37  j    English,  effect 

of  the  America  on,  35-39. 
Yachting,  American,  vicious  class  in,  277—291. 
Yachtsmen,  British,    ostracize  the    N.  Y.  Y.  C, 

279. 
Yacht   Racing    Association  of  England,  requests 

interpretation  of  the  deed  of  gift,  1887,  132. 
Yachts,  English,  models  of,  in  1851,  35, 
Yolande,  second  American  cutter,  description  of, 

95- 
York,    William,    as   secretary   of   Royal    London 

Y.  C,  requests  interpretation  of  deed  of  gift  of 

1887,  131,  132. 
Yorktown,  City  of,  steamer,  mentioned,  167. 
Young,    Allen,   serves  on    special    committee    of 

K.  Y.  S.  on   America's  cup,    1889,  133. 

ZiEGLER,    William,   as  one  of  syndicate  building 
Atlantic,  sloop,  mentioned,  109. 


[402] 


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